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International Aerobatic Club
CHAPTER 38 January 2010 Newsletter
First of all, I would like to welcome everyone to 2010. It seems like each year goes by faster and faster. 2009 was a very difficult year for the economy, aerobatic community, and air show industry. Like many of you, I’m looking forward to a much brighter year. The economy seems to be turning around, aircraft are starting to trade hands, and camps are starting to get scheduled. Unlike the rest of the country, the Bay Area weather has been rather calm, allowing many of us the opportunity to get in a few practice sessions. I’ve also talked to several members who are taking the winter months to change out radios, upgrade engines, and fix the little things kept getting pushed out because of a contest.
Continued on Page 2……….
Happy New Years!
Quisque .03
Cory Lovell
President, Ch 38
Integer .05
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Continued from Page 1……. As you may have noticed, this is the first newsletter in a couple of months. With the unfortunate loss of Che Barnes and the retirement of Peter Jensen, we did not have anyone come forward to help with the Newsletter (we’re still looking for a couple volunteers). 2009 was also a crazy year for me, hence the fact I haven’t been able to get out a newsletter. I left my job in September to travel to Spain, then over to Germany of Oktoberfest. I also took some time to put together a website for Sukhoi Aerobatics and spend some time doing formation aerobatics training with Bill Stein and Russ Piggott. It was a well-‐needed sabbatical after 9 years at Adobe. My vacations finally coming to an end and I’m starting a new job on Monday. I’ll be taking a VP of Sales roll with a small start-‐up that was formed by several Adobe engineers. The company focuses on streaming Live High-‐Definition video and hosting web collaboration solutions. President Obama recently used their solution to stream a speech from China to 15,000 people in the US. I’m working on putting together several things in the next couple of months. We need to get a date set for the holiday party. I’m also looking for suggestions for possible meetings topics. Darren and I are working with the Hiller Aviation Museum to have the March meeting as a community outreach day at the museum, with aircraft displays and possibly an aerobatic demonstration in a waivered box next to the airport. PS: I was lucky enough to receive a holiday card from Tiger Woods
(see below)
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Every once in a while a really cool opportunity comes along and for me, that "while" was just a
few weeks ago.
I received a call from Tom Poberezny's office asking me if I'd be willing to fly Bob Hoover back to Oshkosh for the annual Aviation Hall of Fame award banquet. Bob was being inducted into the Hall of Fame and was looking for a ride out to OSH because he apparently doesn't like taking the airlines. Well, I agreed to do the trip in my twin Cessna and began planning the adventure, though about 5 days before I was planning to head for Los Angeles to pick him up, I received a voicemail from Robert A. "Bob" Hoover himself thanking me for the offer to fly him to OSH, but letting me know he'd found another way out there and would regretfully not be able to travel with me. Although I was clearly somewhat disappointed at losing the opportunity to spend a day out and back talking with Bob, it was also a bit of a relief since the weather the week of the OSH meeting was scheduled to be marginal and the thought of slogging across the country in marginal weather in my twin Cessna didn't excite me too much.
Almost getting to fly with Bob Hoover By Darren Pleasance
As is often the case, when one door closes, another opens. When I got to OSH for the IAC Board meeting (via the airlines), I learned that I'd be seated next to Bob for dinner that night at the head table as a way of saying "thanks" to originally agreeing to give him the ride. Needless to say, dinner was one of the more interesting ones I've had. I told him I used to fly a Sabreliner and he launched into a great story about how that was originally the T-‐39 and he was the test pilot for the plane. He talked about doing aerobatics in the plane and how he was often asked to roll the plane when he was giving demo rides to various Air Force generals when they were trying to sell the plane to the government. I also asked him about what type of maintenance he had to do on his Shrike, given he'd shut the engines off so frequently at high speeds. His response was quite interesting. He told me that when Victor Aviation originally put the engines on his plane and he told them of his planned two-‐engine dead stick routine they told him he should expect to have to overhaul the engines about every 25-‐50 hours. They told him the extreme shock cooling and "abuse" would crack cylinders and exhaust stacks
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and he'd start warping valves and lots of other bad stuff. Well, he said in his career with the Shrike he went through three engines, and he said every one of them made it to TBO (2,000 hours). He told me he'd run the engines right up to the red line on cylinder head team and oil temp quite often, and then shut them down completely for several minutes while he'd do his routine, start them back up mid way through and climb back up, and then do it all over again with dead stick flying all the way to his famous touchdown and coasting into the announcer's stand. He was, not surprisingly, a big fan of the Lycoming IO-‐540 engine. He told stories of escaping from Stalag 1 in Germany toward the end of the war by stealing a Focke Wulf FW-‐190 and scud running just beneath the clouds to keep from being shot down by an American fighter, and then landed in a field in Holland, and of testing the F-‐100 and deciding it was the best airplane he'd ever flown, and managed to convince the air force Thunderbirds to adopt it despite their huge resistance. I also had a chance to talk briefly with Lance Neibauer, of Lancair fame. He was also inducted into the aviation hall of fame and I managed to catch up with him for a bit about the thrill of living in Bend, Oregon, having spent the last year living there myself. Overall, was quite the interesting dinner and evening. The setting for the dinner was great, too, sitting in the EAA museum, with the tables surrounded by a highly polished P-‐38, two P-‐51s, a Mosquito, and a few other planes that were equally interesting.
The event is open to the public so if you're ever up for an adventure, and an opportunity to see the who's-‐who of aviation, by all means add this event to your calendar next year. For me, it was definitely a once-‐in-‐a-‐lifetime experience and a ton of fun. Oh, by the way, when I was sitting next to Bob Hoover at dinner I asked him how he ended up getting out to OSH since he didn't fly with me. Turns out a friend offered him a ride in a Cessna Citation so, for some strange
reason, he choose that option rather than my 35 year old twin Cessna that would have whisked him to OSH with only 1-‐2 stops and a mere 8 hours of flying. Go figure...
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Ut Sed Est
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.Nostrum
Integer ante odio,
fringilla
BARNES, Che Jeremy Lieutenant Commander Jan. 27, 1974 -‐ Oct. 29, 2009
Lieutenant Commander Che Jeremy Barnes, age 35, was killed in the line of duty on Thursday, October 29, 2009, shortly after 7:10 p.m. Che was the pilot in command of a Coast Guard C-‐130 that was on a search and rescue mission off the coast of San Diego. His airplane and six crew members were struck mid-‐air by a Marine Corps Super Cobra helicopter flying a night training mission. Che grew up on a small organic farm in Yolo County's Capay Valley, California. He graduated from Esparto High School in 1992 and entered the United States Coast Guard Academy in New London, Connecticut. Che graduated with honors in Mechanical Engineering and during his 13 year military career, Che flew every aircraft in the Coast Guard, including three years flying the Coast
Guard's Falcon Jet from Puerto Rico, five years flying the Coast Guard's H-‐65 Dolphin Rescue helicopter from San Francisco and two years flying the Coast Guard's C-‐130 Hercules in Sacramento. Che touched the lives of many through his service with the Coast Guard and was decorated with many medals and honors including the Elmer F. Stone Award in early October 2009 for demonstrating exceptional performance in Coast Guard search and rescue operations in a fixed wing aircraft. Che was fascinated with aviation at an early age and as a boy avidly built and flew radio controlled airplanes and later worked his way through flight lessons to solo a single engine plane on his 16th birthday. When not flying for the Coast Guard, Che flew his Pitts Bi-‐Plane in aerobatic air shows. In addition to flying, Che also enjoyed playing his guitar, singing, photography, writing, reading and was pursuing an MBA. Che was also an advisor and partner to his family's farming company and retail store in the SF Ferry Building, FarmFreshToYou.Com.
Che’s Pitts S1T is currently for Sale.
Please contact his brother Thaddeus @ 530-‐304-‐4244
IN MEMORY OF CHE BARNES
Curabitur varius dapibus nulla. Sed dictum ultrices quam. Sed sit amet neque in nisl fringilla pulvinar.
.Suspendisse ornare
Class aptent taciti sociosqu ad litora torquent per conubia nostra, per inceptos
SpaceShipTwo christened
Private commercial spaceflight inched closer to reality Monday as Virgin Galactic took the wraps off SpaceShipTwo, the VSS Enterprise, during a special
unveiling event at the Mojave Air and Spaceport in California. More than 800 guests and media from around the world were on hand as Virgin
Galactic Founder Sir Richard Branson and Scaled Composites Founder Burt Rutan pulled the wraps
off the sleek space liner that will be the first vehicle to offer commercial suborbital space
flights to the paying public. "It could not have gone better," said EAA
President/Chairman Tom Poberezny, who was in attendance. "To see WhiteKnightTwo mated to SpaceShipTwo for the first time was indeed a
sight to behold. "It was very dramatic to see, beyond all
expectations." Read the story | See the photo gallery | See the
video
- 7 - July 2006
The Newsletter of the Northern California Aerobatic Club, IAC Chapter 38 www.iac38.org
I decided to forgo the editors column and write an article on
my recent airplane acquisition. It was one of the most memo-
rable aviation experiences I’ve had.
The Purchase I left sunny California with a one-way ticket to New Jersey to
pick up an airplane that I had never laid eyes on. As I
watched the country smoothly float under the airliner below I
knew that the travel back was not going to be as easy.
The next day I
rolled onto Sus-
sex airport
(FWN), New
Jersey, in a rental
car with my
windshield wip-
ers on and a low
dreary overcast.
So much for sun-
shine. Alex Be-
lov is the other
owner, or, as oth-
ers may put it, the
previous owner. Alex says that you never stop owning an
airplane, you just let someone else fly it for a certain sum of
money.. When I first saw the craft, my initial thought was,
“Dang, that is a small airplane.”
The S1-T, N621MS, is a Bay Area native and I was merely
bringing it home. One of the other “owners” of the aircraft is
Cecilia Aragon—whom I had the privilege of first starting to
fly aerobatics with in her Decathlon. Coincidentally, I also
co-owned an S2-A that she used to own, N5300V. So, along
with this information, a thorough pre-purchase, talking to
everyone I knew of who had seen the plane (including Danny
Adams of Aviat who did work on it), having Alex send me a
ton of pictures, I was confident that my seeing the airplane in
person would not affect my decision to buy.
The First Flight It goes against a pilot’s natural inclination to admit mistakes
and bring them out in the open, but this is essential to avoid
repeated errors in the community. It is in this light that I will
tell about my first flight.
I strapped in the airplane, taxied out to the runway, ran her up,
and was off. I did about 15 minutes of air-work then returned
to see if I could land it. On the first landing, I did a 3 point
just fine, but when I was on the ground with the stick full
back all hell broke loose. The simple fact was that I was not
mentally prepared for the sensitively of the rudders and I en-
tered into a pilot induced oscillation on the runway. When I
saw grass I gunned the 10:1 pistoned engine and got out of
Dodge. I don’t even want to think about how close I came to
the runway lights. But one thing I know is true: I would
rather be lucky than good any day of the week.
It took me 3 more tries before I finally got her down.
At this point, I had to re-evaluate my plan, and I seriously
thought about driving my rental car back to Newark and go-
ing back to California. After talking with some people, in the
end I flew her to a field with a wider runway and did 20 touch
and goes.
For the record, prior to this flight I had about 75 hrs S2 time
and did multiple touch and goes in the front seat of and S2B a
week and a half earlier.
I make no claims to be a good pilot, but for anyone who is
going to fly an S1 for the first time, here is my humble ad-
vice:
• Talk to at
least three
people who
fly S1s and
get their take
on how the
first landing
was.
• The front
seat of a S2B
will prepare
you for the
approach and
visibility of an
S1, but the
rudder work and ground handling is different. Mentally,
be ready.
• For your first landing experience, go to a wide runway.
Don’t do it on a 70 ft wide strip—set yourself up for suc-
cess.
• Let air out of the tires, there should be a significant bulge
on each side wall.
• Do some air-work prior to landing. For part of this, fly at
120 MPH and jostle the rudders back and forth. Notice
the sensitivity. A half pedal deflection will make you hit
your head on the side of the cockpit. Use this to help
with initial calibration of your feet.
• On landing, “dance” on the pedals a quarter inch each
way. This technique may be controversial, but it does
give you immediate control feedback to help get you cali-
brated. As you get experience, you may not need to do
this every landing.
• Don’t be in a hurry or stressed.
Across the U. S. in an S1-T Che Barnes
Sussex airport in the background
Not a typical corporate customer in St. Louis
! The Newsletter of the Northern California Aerobatic Club, IAC Chapter 38 www.iac38.org
July 2009 -7-
Name: Spouse:
Address:
City: State: Zip:
Home Phone: Work Phone:
E-mail 1: E-mail 2:
IAC #: EAA #:
Certificate #: EAA Expiration Date:
Judge: ! Regional ! National
Competition: ! None ! Basic ! Sportsman ! Intermediate ! Advanced ! Unlimited
Aircraft: N #:
Referred By:
Dues: ! Single Membership ($25/year) ! Family Membership ($30/year)
IAC Chapter 38 Membership Application/Renewal Form
Send with check, made payable to “International Aerobatic Club Chapter 38”, to:
Howard Kirker, IAC38 Treasurer - 2279 Ocaso Camino - Fremont, CA 94539
!
Maybe its time to try something new?• Unusual Attitude Courses• Spin Training and Certification• Beginning through Advanced Aerobatic• Pitts S2C Solo Flight Permitted• Fly the Super Decathlon!
Come Join the Familywww.wvfc.org
G1000 and Avedyne SpecialistsOver 60 Aircraft and 50 InstructorsTailwheel AircraftCessna to Cirrus; Piper to MooneyDiamond DA-40 & DA-42’s
$200/hr
Pitts
Intro Rate!!!!
(5 hr limit)
Palo Alto (650) 856-2030 • San Carlos (650) 595-5912Hayward (510) 781-0101
