Gerhard Fieseler was a German World War I flying ace, aerobatics champion, and aircraft designer and manufacturer. He joined the Air Service of the German Army in 1915, despite a crash during training hospitalizing him until February 1916, he was assigned as an observation pilot by October 1916, flying first with FFA243, with FFA41. In 1917, he qualified as a pilot and was posted on 12 July to the Macedonian front. Fieseler scored his first aerial victory on 20 August 1917, a serious illness removed him from active duty from 21 September until 5 November 1917. Fieseler would not score his second success until 30 January 1918 and he was eventually credited with nineteen confirmed aerial victories, with three others unconfirmed. Commissioned in October 1918, he was the highest-scoring German ace on the Eastern Front to survive World War I and he was awarded the Golden Military Merit Cross and the Iron Cross and second class. Following the war, he returned to printing, but yearned to return to flying, in 1927, he performed a particularly daring routine in Zürich and started to command increasingly high fees for appearances.
In 1928, he designed his own stunt plane, the Fieseler F1, in 1930, Raab-Katzenstien was bankrupt, and Fieseler decided to strike out on his own. Using money he had been saving from his aerobatics, he bought the Segelflugzeugbau Kassel sailplane factory, although he continued with some sailplane manufacturing, from 1932, he set up to start manufacturing sports planes of his own design. In one of aircraft, he went on to win the inaugural World Aerobatic Championship in Paris in 1934, taking home a FF100,000 prize. A NSDAP member, Fieseler won contracts to military aircraft for the new Luftwaffe in 1935. Real success would come the year, when he won a design contest for an STOL observation plane that he went on to produce as the Fieseler Fi 156 Storch. Gerhard Fieseler Werke produced aircraft for the German military throughout World War II, following the war, Fieseler spent some time in US custody. When he was released, he re-opened part of this factory and he published an autobiography, Meine Bahn am Himmel.
Fieseler died in Kassel, aged 91, the aerobatic manoeuvre Fieseler is named after him. Franks, Bailey, Frank W. Guest, above the Lines, The Aces and Fighter Units of the German Air Service, Naval Air Service and Flanders Marine Corps, 1914–1918
Julie E. Clark is an aerobatic air show pilot and former commercial airline pilot. She started her commercial flying career with Golden West Airlines as a first officer and she was one of the first female pilots to work for a major airline. She has been voted as Performer of the Year several times for her performance in air shows. Clark has 40 years of experience and 30,000 accident-free hours to her name and flies an average of 20 air shows a year in her Beechcraft T-34 Mentor. Clarks father, Captain Ernest Clark, was an airline pilot and he was murdered in 1964 by a suicidal passenger on Pacific Air Lines Flight 773. All crew and passengers were killed as a result of the passenger shooting both pilots, causing the plane to crash and her mothers death just a year earlier, and her fathers subsequent death, increased her determination to fly. News Profiles Display Julie Clarks website julieclarkairshows. com
Matthias Dolderer is a German professional race pilot. He is the 2016 champion of the Red Bull Air Race and he was raised at his parent’s flight school and at the early age of five became hooked on machines and fast cars making his first solo flight at 14. His life has revolved around aviation ever since, “Flying was my passion from the very first moment and my inspiration. I’ve spent my life in hangars, on airfields and in cockpits. He gained a glider and ultralight license at the age of 17, just a few days he finished 3rd in the German Championships. From 1988 until 1991, Matthias Dolderer took part in four German and he ended his ultralight aviator career as the German Champion. At 21 he became the youngest flight teacher in Germany, in 2002 he became an official pilot of the Flying Bulls, where he still performs with different aircraft. In 2006, Matthias Dolderer intensified his activities to become a Red Bull Air Race pilot in the near future. Just one year later, he took part at the World Aerobatic Championship, in 2008, Dolderer made his breakthrough after hard training.
He won the German Aerobatic Championship and achieved top standings at international competitions such as the World Aerobatics Cup, Matthias Dolderers achievements opened him the way for an invitation to attend the Red Bull Air Race qualification camp in Casarrubios, Spain, at the end of September 2008. Of the six candidates, five qualified for the super license required to compete in the world championship, Matthias Dolderer was one of four rookies selected for active race status
Marta Bohn-Meyer was an American pilot and engineer. Marta Bohn-Meyer served as engineer of the NASA Dryden Flight Research Center. She was manager in a study of advanced laminar flow wing design using the General Dynamics F-16XL aircraft. Bohn-Meyer was an accomplished Unlimited aerobatic pilot, and was twice a member of the United States Unlimited Aerobatic Team and she served as Team Manager in 2005. The cause of the crash was deemed to be the failure of the front hinge of the canopy - which apparently incapacitated her. She is survived by her husband Robert R. Meyer, Jr. a project manager, biography from NASA Official NASA press release
Georgij Kaminski – Soviet and Russian pilot. Absolute champion in FAI World Glider Aerobatic Championships in 2005,2007 and 2009, becomes world vice-champion Gliding Aerobatics pilot in 2013. Won multiple world and Europe championships, Master of sports, honored coach of Russian team. Part of the Russian Gliding Aerobatics team, finished school #22 in Minsk, and “Volchansk specialized school” in 1980. The same year was accepted to “Serpuhovsk aviation club” becoming instructor pilot, in 1982 was awarded Master of Sports of the USSR. After successful performance on RSFSR championship, invited to USSR national aerobatics team, from 1987 to 1991 coach of USSR national aerobatics team. From 1993 member of Russia Glider Aerobatics team, since 1995 Pasechnik O. V. had been leading Russian Glider Aerobatics team, but after his death, team was led by Nikituk N. A. In 2014 Georgij is elected member of FAI Aerobatics Commission, as of 2014 working as pilot instructor on Yak-52 in “Serpuhovsk aviation club”, deputy head of “ASK flight training”.
As of 2015 Georgij’s total flying hours on various types of aircraft has been 7204 hours, including 600 hours on Swift S-1 aerobatics glider
World Gliding Championships
The World Gliding Championships is a gliding competition held every two years or so by the FAI Gliding Commission. The dates are not always exactly two years apart, often because the contests are held in the summer in the Southern Hemisphere. Gliding had been a sport at the 1936 Summer Olympics and was due to become an official Olympic sport in the Helsinki Games in 1940. However, since the Second World War, gliding has not featured in the Olympics, there are now contests for six classes of glider and so in recent years the Championships have been divided between two locations. The womens, grand prix and aerobatic events are held separately. Each of the entries give the year and location of the contest followed by the winner of each class, nationality. A list of events is available here Gliding Grand Prix. It has simpler rules and a spectacular appearance than conventional soaring competitions. The Womens World Gliding Championships is a gliding competition. From 1979 to 1999 womens gliding competitions were held as International European Womens Gliding Championships, the Junior World Gliding Championships is a competition for glider pilots under the age of 26.
From 1991 to 1997, international junior gliding competitions were held as European Junior Gliding Championships, World Glider Aerobatic Championships take place each year since 1985 under the auspices of the FAI. They are administrated by the FAI Aerobatics Commission Commission Internationale de Voltige Aerienne, the 2001 championships were part of the World Air Games. Since 1994, European Glider Aerobatic Championships are held in the years between the World Championships, since 2010, an additional event is organized in a slightly less demanding Advanced category - the World Advanced Glider Aerobatic Championships. WAGAC is organized yearly, usually accompanying the WGAC
Red Bull Air Race World Championship
Pilots fly individually against the clock and have to complete tight turns through a slalom course consisting of pylons, known as Air Gates. The races are mainly over water near cities, but are held at airfields or natural wonders. They are accompanied by a program of show flights. Races are usually flown on weekends with the first day for qualification knockout finals the day after, the events attract large crowds and are broadcast, both live and taped, in many nations. At each venue, the top eight places earn World Championship points, the air racer with the most points at the end of the Championship becomes Red Bull Air Race World Champion. After a three-year hiatus for safety improvements and reorganisation, the Air Race resumed in 2014, There are eight stops planned between February and November. The Red Bull Air Race Word Championship is broadcast live and globally on Red Bull TV, the Red Bull Air Race was conceived in 2001 in the Red Bull sports think-tank which has been responsible for creating a range of new sports events across the world.
The aim was to develop a new race that would challenge the ability of the worlds best pilots, creating a race in the sky that was not simply about speed. The answer was to build a specially designed obstacle course which the pilots would navigate at high speeds, development of the prototypes of what are now known as the Air Gates began in 2002 and renowned Hungarian pilot Péter Besenyei successfully completed the first test flight through them. After two years in planning and development, the first official Red Bull Air Race was ready to take off in Zeltweg, a second was staged the same year near Budapest in Hungary. In 2004, three races took place in Kemble and Reno, the series was expanded in 2005 to become the Red Bull Air Race World Series. Ten pilots competed in seven races around the world – Mike Mangold was crowned the champion with Péter Besenyei and Kirby Chambliss in second, Eight races took place in 2006 with 11 pilots competing. Kirby Chambliss was crowned the champion for the Series second season, in 2007 the calendar was extended to include ten races with the first race on South American soil taking place in Rio de Janeiro.
Mike Mangold reclaimed the title of Red Bull Air Race World Champion 2007,12 pilots took part in 2008 in eight races around the globe and Austrian pilot Hannes Arch became the first European to win the championship. The largest number of pilots so far took part in six races in 2009,15 pilots from 12 different countries competed for the world championship title, this time with Brit Paul Bonhomme coming out on top, after coming so close the previous two years. In the 2010 series, during training runs prior to the race, Brazilian pilot, rescuers were on site within seconds and Kindlemann was rushed to Royal Perth Hospital where it was determined that he had suffered no serious injury. As of 2014, it is the crash in the history of the Red Bull Air Race. The 2011 series of races worldwide was cancelled, the decision was taken by Red Bull on 27 July 2010 to allow for a headquarters restructure as well as the implementation of new safety measures
Basic Fighter Maneuvering theory recognizes two different types of scissors maneuvers, the flat scissors and the rolling scissors. The flat scissors is the simpler of the two to explain, after the co-planar overshoot, if the bandit chooses to remain engaged with a nose-to-nose turn to either gain the advantage, or maintain the neutral situation, the flat scissors is a common result. Once initiated by the bandit, it is very difficult for the bandit to disengage from a flat scissors without being exposed to danger from the weapons of the other aircraft. An experienced and patient bandit might be able to turn the scissors to his advantage, in any case, if both pilots reaction to a co-planar overshoot with only a minor air-speed differential is a co-planar nose-to-nose turn, a flat scissors will often result. The resulting flight path looks like scissors in the sense that both fighters approach each other, cross over, and again and over while the scissors continues. This process of 180 degree rolls and reversed turns can be repeated many times while each pilot seeks a positional advantage through energy management, for this attacker the objective is to avoid the scissors against such a bandit.
There are at least two ways an attacker can avoid becoming engaged in a flat scissors. Such an attacker who recognizes that he is about to overshoot a bandit could, upon seeing the initial turn. The bandit at this time having probably pulled a hard turn will have lost energy as a consequence of the high-G turn. This vertical maneuver has allowed the attacker to put distance between itself and the bandit that might serve to foil a shot due to being out of range. The attacker is now in the position to dive in for attack, or to disengage. The bandit, on the hand, has depleted its energy in its initial turn, is below the attacker. Note however that the aim of the attacker possessing an aircraft with superior power or energy and this might require reducing energy/air speed using flaps, reduced throttle settings, or other means at its disposal. Energy is valuable, and should only be depleted as necessary to avoid the overshoot, excess depletion of energy is never a good idea. Thus the point again is to use an advantage to entering the scissors maneuver.
If the aircraft are of similar power and turning capabilities, however, a scissors might be unavoidable, however, an attacker is often in hostile airspace, and will have limited time due to fuel constraints to engage in a prolonged turning fight. This puts an attacker, even in a similarly capable aircraft, the rolling scissors maneuver is somewhat different. The rolling scissors is initiated by the attacker first diving from a higher altitude at the bandit and overshooting the bandit in the vertical
The Aresti Catalog is the Fédération Aéronautique Internationale standards document enumerating the aerobatic manoeuvers permitted in aerobatic competition. The catalog broadly classifies manoeuvers into numbered families, in Aresti notation, solid lines represent upright or positive-g manoeuvers and dashed lines represent inverted or negative-g manoeuvers, these are sometimes depicted in red. Thick dot represents the beginning of the manoeuver, while a short line represents the end. Stalled wing manoeuvers such as spins and snap rolls are represented by triangles, arrows represent rolling manoeuvers with numbers representing the extent and number of segments of the roll. The catalog assigns each manoeuver a unique identifier, called a catalog number, when a basic figure is combined with one or more rolling elements, the resultant figure K is the sum of all component Ks. During an aerobatics competition, judges grade the execution of each manoeuver with a value between 10 and 0, each figures grades are multiplied by its K and summed to yield a total raw score for the flight.
Notational systems for aerobatic manoeuvers have been used since the 1920s, the first system accepted worldwide was published by French aviator François dHuc Dressler in 1955 and 1956. It was used for international competitions through 1962, josé Arestis development of a notation for aerobatic figures began while serving as an instructor in the Jerez Pilot Training School in the 1940s. By the end of 1961 Aresti published a dictionary of some 3,000 aerobatic manoeuvers, employed throughout Spain, the Spanish Aero Club urged its adoption internationally. Though the catalog had grown at one time to some 15,000 manoeuvers, following Arestis death, a court fight ensued between his heirs and FAI, which once provided a free catalog online. The catalog is now available in printed form for a fee from Aresti System S. L. Software is available to design and display aerobatic sequences using Aresti notation, aerobatic maneuver An article explaining Aresti notation
It is sometimes described as a combination of a loop and a roll. The g-force is kept positive on the object throughout the maneuver, the barrel roll is commonly confused with an aileron roll. A more common modern visualization is to imagine an airplane trying to fly in a corkscrew around the line of the direction of travel. Although the maneuver predates the name, the term was first used in 1917, in aviation, the barrel roll is an aerobatic maneuver in which an aircraft performs a helical roll around its relative forward motion, with the nose ending up pointed along the original flightpath. It is performed by doing a combination of a roll and a loop, the maneuver includes a constant variation of aircraft attitude in two or perhaps all three axes. It consists of a rotation along the axis through the application of elevator input. Sometimes rudder input is applied to help assist the roll through the yaw axis, at the midpoint of the roll, the aircraft should be flying inverted, with the nose pointing at roughly a right angle to the general flightpath.
The aircraft will have gained altitude and travelled a distance from the original flightpath. Flying inverted, the plane continues through the roll, descending in altitude, upon completing the roll, the airplane should end up flying along the same flightpath, and at roughly the same altitude at which the maneuver began. The term barrel roll is used, incorrectly, to refer to any roll by an airplane. The barrel roll was called a side somersault. It was first performed in 1905 by Daniel Maloney and he was flying a glider owned by John Joseph Montgomery during an exhibition show, which was lifted by balloon and released. Outside of aerobatic competition, the Boeing 367-80 and Concorde prototype were barrel rolled during testing, the Boeing 367-80 was rolled twice by Tex Johnston in an unauthorized maneuver while demonstrating the aircraft to the International Air Transport Association over Lake Washington, Seattle. Concorde was rolled multiple times by her test pilots, including Jean Franchi, Avro test pilot Roly Falk rolled the Avro Vulcan during a display at the 1955 Farnborough airshow, gaining height during the maneuver.
To do a roll in its purest form, from the pilots perspective. Starting from a flight, the pilot will usually pick such a point on the horizon as a reference. This point can be anything in that area, like a distant lake, mountain peak, the pilot will pull back on the stick, bringing the plane up into a brief climb. As the nose passes through the horizon, the pilot begins to apply aileron input, as the airplane rolls it will continue to pitch in the direction of the lift vector
Wayne Handley is an American airshow performer, former naval aviator, agricultural pilot, Aerobatic Competency Evaluator, and coach for upcoming and current airshow stars. Handley and his wife Karen are former residents of the Salinas Valley of California, two years later, he had 70 hours in his logbook, left College and enlisted in the US Navy. He trained through propeller-driven aircraft up into the Grumman F9F Cougar, Handley began flying aerobatics after taking ownership of a Pitts S-1C in the early 1980s, and entered his first International Aerobatic Club contest in 1983. In 1989, he set the records for inverted flat spins. In April 1999, he beat his own record, with 78 rotations flying a Giles G-202, in 1999, he set multiple time-to-climb records in his Turbo Raven. He would fly under a ribbon stretched between two poles which simulated power lines, afterwards he performed an inverted cut of that using his propeller. After a few years in the Pitts, he started work on an aircraft which would be known as the Raven.
The Raven is a monoplane with a unique paint scheme that paid tribute to the bird species Corvus corax. The Raven was capable of +/-16G, over 380 degrees per second rate, a 4, 000-foot per minute rate of climb, stunning tumbles, torque rolls, tailslides. This aircraft performed for airshow crowds for over a decade up until August 2005, in 1998, with sponsorship by Oracle, he set out to create the Oracle Turbo Raven, which was the world’s only aerobatic aircraft with a thrust-to-weight ratio higher than one. He teamed up with Richard Giles of AkroTech Aviation, and AgAir Systems, the composite airframe was based on the Giles G-202 design, with an empty weight of 1,600 pounds. It was fitted with a 750 horsepower Pratt & Whitney PT6A-25C turboprop that generated 2,800 pounds of thrust, which gave the aircraft a power loading of less than 2.7 lb/hp at ready-to-fly weights. With this power loading, the Oracle Turbo Raven could fly straight up, hover in mid-air, back up, the aircraft had enough power that it could recover from flat spins simply by flying out of them with the nose still on the horizon.
The aircraft had a speed of 300 mph and a roll rate of 450 degrees per second. On January 20,1999, Handley once again got into the books by flying the Turbo Raven from brake release to 3,000 meters in one minute. He was seriously injured, but made a recovery, and was flying within a month after the accident. The NTSB official accident investigation found no indications of problems with plant and the propeller. International Council of Airshows Extra Aircraft Turbo Raven video from Moffett Field Airshow Turbo Raven Vertical take-off video Turbo Raven Crash video from Salinas Airshow