IAC Michigan Aerobatic Open Diary: Setting the Box Markers


I’m in Jackson for the IAC Michigan Aerobatic Open. Competition is scheduled for Saturday and Sunday and the aerobatic box is open for practice today and Friday. It’s being held at Jackson County Reynolds Field (KJXN).

That is, once the box gets marked.


I spent the morning driving around the airport and environs with the IAC crew setting up box markers. Basically, three-foot-wide rolls of Tyvek about 30 feet long. You stake out these sheets of Tyvek at the corners of the box, at the midpoints, and at the center.

The box is 3,000 feet by 3,000 feet and it goes 3,000 feet vertically from 1,500 AGL (about 2,500 MSL here) up to 4,500 AGL (5,500 MSL). The box sits to the west of the airport proper and it’s parallel with Runway 6/24. Because it’s aligned with a runway and not with any section lines or other intuitive landmarks, the box marking is particularly important here at Jackson.


Grab a couple of vehicles and a couple of airband radios, get clearance from the tower, and head out onto the airport nailing down Tyvek at all of the important points. We used GPS to precisely locate the points and then aligned them using a sighting device with a whiskey compass.


Not all of the places we needed to reach were accessible from the airport grounds themselves. At one point, we drove behind the local Sam’s Club and hopped the fence to lay out a marker in a little meadow just on the other side of the fence.

Although I’ve always known that something like this must necessarily precede an aerobatic contest or similar event, this is the first time that I’ve actually gone out and helped. A lot goes into the process.

Making Good on a Deal


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On Sunday, I went to the Battle Creek Field of Flight Airshow and Balloon Festival in the more traditional sense. I spent Friday and Saturday at Hangar 1 on the field, embedded with The Hoppers, a civilian L-39 jet team, setting up cameras, offloading video, and riding on a couple of hops in the back seat. Sunday was about hanging out with the crowd and touching base with that element of the airshow experience.


I got to see Kent Pietsch fly his Interstate Cadet from the other end of the show line. It’s closer to the staging areas for the show aircraft and it’s a different view. Kent has long captured my imagination in much the same way that Greg Koontz or John Mohr have. In the “It’s not how fast, it’s how slow” vein of classic barnstorming. Hammerheads peaking at 200 AGL. Doing a steep turn at treetop level around the TACAN station. Picking up Tom Green from the top of a camper. Really wonderful control with light wing loading and low horsepower.


Then the F-15E Strike Eagle Demo. Cash and BUDA wringing out the jet in one of the best-orchestrated and executed single ship demos I think I’ve ever seen. This was the second show at which I’ve seen them fly and second, third, and fourth time I’ve seen the 2011 demo. It just gets better every time.

About the time the Eagle landed, my iPhone buzzed. It was a text message from Don Weaver saying that Don had the Berz Flight Training Pitts at Pontiac. Don and some others were practicing for next weekend’s IAC Michigan Aerobatic Open and, if I could get there, there was a slot for me to fly.

I had enough content from the Battle Creek show. And I had even handed off in-cockpit video of the Hopper flights to the local TV station. Mission, for all practical purposes, accomplished.

I packed up, headed through the trampled grass, said goodbye to the Battle Creek media chair, and pulled out of the parking area.

The world has more than its share of aviation enthusiasts. I know. I’m one of them. And I’m as competent an enthusiast as you’ll ever meet. Climbing in, on, and around jets with hot seats. Setting cameras, knowing the angles. Troubleshooting technical issues. Being a very-low-maintenance rider who needs only the safety brief and is never a distraction in the back seat. Being a guy who has a better than average chance of being able to land the jet if the front-seater ever took a nap.

But, at the end of the day, I’m something of a poser. I post gorgeous shots of myself looking stern and competent in the back of the jet. I look good. But the fact of the matter is that my hands are in my lap or holding one or more cameras. I purposely crop the shots so almost every shot leaves the shot ambiguous as to whether I might be flying the jet.

I don’t have a problem with that. And I’ll keep doing it. No shame there. But, driving home in the car all alone with myself, it’s hard not to think about the disconnect between the guy in the pictures and who I actually am and what I actually do. It’s not guilt, exactly. But there’s a sense that I spend this time basking in the glow of others and then hope that some of that residual glow makes it into the podcast or the blog.

But this year is a little different. This is the year that I put my skills where my mouth is. On Thursday, I go to Jackson (KJXN). I’m not going to be there looking for a ride with another pilot. I’m going to Jackson to fly.

The IAC Michigan Aerobatic Open is slated for Saturday and Sunday. And there will be practice times on Thursday and Friday. One of the entrants is flying the Primary sequence in a Pitts S-2B. That guy is me.

The Primary is not complicated. You can fly it in a minute or so. 45-degree upline to level, one-turn spin, half-Cuban, loop, 180-degree aerobatic turn, and slow roll. It is by no means anything that would impress even the average airshow crowd. But I will fly it. In a box. With people watching. Some of whom will be judges.


Don and I launched in the Pitts at about 7:30. The sun was low in the sky. We turned west toward Ray Community Airport, where we’d be dropping off the aircraft after the flight. About two thirds of the way there, I cleared the area, then flew the sequence. Good spin! Stopped right where it was supposed to. Even better Cuban. The loop needed work. The aerobatic turn was pure joy, performed (as I like them) with more G than is strictly necessary. The slow roll was a train wreck (as usual). I went over the maneuvers that needed work until I was reasonably satisfied with that session. Then we proceeded to Ray and got some dinner with Rod Rakic before flying back to Pontiac in Don’s Archer.

I’ll probably have at least two more practice sessions before I fly for the judges. I’ll be ready. For now, it was a good flight and a great evening. And a step along a path that I’m only just beginning to tread.

I’m flying in the competition for a number of reasons. I’m flying for the challenge against objective measures that has drawn me to ratings and endorsements. I’m flying because it’s a perfect next step in my evolution as a pilot.

But no reason is as important as this: I’m flying because it’s no longer acceptable to be a poser. Because it is no longer enough to show up for a military media/fam flight with the manual memorized. Because it’s no longer enough to know the vocabulary and pass in conversation as one of the bros.

Because it is time to take the controls with my hands and feet and do this above a field surrounded by upturned faces.

This weekend, I go find out.

It’s just the IAC primary. No one that I admire in the airshow community will be especially impressed that I flew the Primary, even if I fly it well.

But the guy who drives back from airshows all alone in the car will want to know about it. He’ll care. And he’ll look me in the eye and know that I took up this challenge, even when I could have avoided it for any of hundreds of reasons.

That’s because I made a deal with him. If I firewall the throttle, rotate, climb, fly my ass off, and leave everything I have up there in the box, he’ll no longer have reason to think that it’s all a veneer. He’ll know that I reached up into the wind for the real thing and either caught it or tried as well as I’m capable.

There are worse deals one could make.

I’m not Kent Pietsch. I’m not Greg Koontz. I’m not Dawg, Puck, Mildred, Skids, GH, Cash, BUDA, Bloke, Slick, or Snort.

But on Sunday, I expect to be, if only in the most basic sense, a competition aerobatic pilot. And no longer a poser.

See you this weekend. I have a deal to make good on.

First Acro Camp Trailer is in Final Form

The first trailer for Acro Camp is pretty much final! I’m going to start showing it to the aviating public tomorrow at the Great Lakes International Aviation Conference at Easter Michigan University’s student center in Ypsilanti, Michigan.
And this version will likely go out as an Airspeed episode of its own Sunday or Monday.
Can’t wait to see this movie! (Now all I have to do is finish making it!)

Airspeed Video Episode – Spins with Barry

There are the show notes to a video episode. You can watch the episode in the viewer above or by clicking here: http://traffic.libsyn.com/airspeed/AirspeedSpinsBarry.m4v. Better yet, subscribe to Airspeed through iTunes or your other favorite podcatcher. It’s all free.

It’s time for another video episode!

I wanted to go up with Barry to do some acro to condition for the T-38 ride that happened on the 13th. Unfortunately, the Super D is no longer on the line at Oakland Flight Academy for financial reasons, which leaves only the Citabria. And the Citabria, not having a constant-speed prop, is limited to spins as far as acro goes. (And, even if we flew it fully acro, we’d be limited to positive-G maneuvers anyway.)

No problem. Spins are plenty fine to stimulate my vestibular system.

And, as long as I’m flying, it make sense to take along some cameras, if only to shoot B-roll for Acro Camp. This time, I took up a three-camera system so that I could show not only the view of the cockpit but the control inputs and an unobstructed view of what’s ahead of the airplane.

And it was a chance to try out the Multiclip functionality in Final Cut Pro, which is perfect for this kind of parallel-track editing (three cameras and an audio channel).

Like it says in the intro. DO try this at home. It could safe your life. Or at least improve your confidence in dealing with unusual attitudes. But be sure to do it in a duly certified airplane with a qualified instructor and in compliance with all of the regs.

Spins with Barry

I have a really cool Air Force ride coming up in California in a couple of weeks. Think helmet, mask, and speed jeans. (Yeah!) And, although I’ve filmed other people doing aerobatics a lot lately, I haven’t flown a lot of aerobatics. Out of respect for the crew chief (and personal pride), I decided to get up and crank an airplane around for an hour or so.
So I scheduled the Citabria and Barry for a couple of hours. We went out and did some falling-leaf stalls, an incipient spin or two, and then some genuine spins. Good kill-proofing no matter who you are and I highly recommend doing it at least once a year. And it was also enlightening in terms of the control inputs required. I really over-controlled the first couple of recoveries, but got pretty good about just relaxing on the subsequent recoveries.

And, of course, I hung some cameras in (and on) the airplane. I might use some of the footage as B-roll for Acro Camp. But the primary use is likely to be an episode about spins. The in-cockpit camera leads this post. This one is a view from the wing camera. This is the first time I’ve flown a forward-facing wing camera with no airframe in the picture. I think it worked out beautifully and I’ll probably shoot more with this POV. The only change might be that I’ll land abnout five feet to the right of the centerline so that the camera (mounted on the left wing strut) is directly over the centerline, this giving the viewer a sense of floating in over the center of the runway.
I also flew a camera mounted directly above my lap to show the control inputs associated with the maneuvers. The stick disappears below the dash at some points, but the angle generally gives a good view of the controls. “Knees and nuts!” as my CAP NESA MAS instructor likes to say.

I’m off to the Battle Creek Airshow tonight and hope to get out to the balloon launch first thing tomorrow morning. Thus, I leave you with these teasers. More soon from Battle Creek!