Game On! – Plane & Pilot Magazine

TacAero, a flight faculty specializing in tailwheel and backcountry operations, is now the official manufacturing unit coaching associate for Game Aerospace and its GB1 GameBird. Positioned in Fredericksburg, Texas, on the Gillespie County Airport (T82), roughly an hour’s drive north of San Antonio, TacAero affords pilots the chance to get to know the GameBird just like the again of their hand. The course, a three-day program with as much as 10 hours of twin instruction, is geared towards pilots with tailwheel, high-performance, and sophisticated endorsements, and is packed stuffed with real-world coaching and conditions that target security, method, and precision. 

Its first-class group, led by Ian Waghorn, ensures that pilots go away the coaching program feeling assured, competent, and protected of their new or new-to-them GameBird. However don’t fear. In case you’re not planning on pulling the set off on a mid-six-figure GameBird, TacAero doesn’t thoughts. The college additionally affords spin endorsements, upset restoration, aerobatic coaching, and hourly instruction in the event you’re simply itching to test the GameBird off your airplane bucket checklist. 

Upon my arrival, I used to be greeted by Tessa Waghorn, Ian’s spouse, who serves as the top administrator for TacAero. She walked me by means of the lobby to the spotless, freshly painted hangar. Positioned completely beneath a big, TacAero signal, sat the GameBird in all its glory. Though I haven’t spent a lot time round GB1s (aside from drooling over them whereas they’re on show and flying at airshows) I’m at all times stunned by how a lot bigger the airplane seems to be in particular person—notably, the tall, sweeping rudder that curves right down to a pointy level with simply sufficient floor clearance. 

Though dramatic, the seems of the GameBird are usually not totally distinctive. Philipp Steinbach, the designer, brains, and internationally acclaimed aerobatic pilot behind Sport Aero-space, derived the seems of his GB1 from one in every of his earlier plane designs, his XtremeAir Sbach. The Sbach, a notoriously tough airplane to fly, challenges even the toughest of hard-core aerobatic pilots. However Steinbach designed the GameBird for nearly any tailwheel pilot to have the ability to fly, and luxuriate in, as an alternative of getting to fret about hurting themselves or the airplane.

“The GB1 is a straightforward, forgiving airplane that talks to you the complete time,” stated Ian Waghorn, who I might be coaching with all through my time at TacAero.

Powered by a Lycoming AEIO-580 engine producing 303 hp, this fully certified plane is nicely geared up. And it weighs lower than 1,300 kilos.“[It] is sort of totally manufactured from carbon,” stated Waghorn. “Mainly the one issues that aren’t carbon are the engine mount and the gear legs. Ninety-nine % of the airplane was constructed right here in america, on the manufacturing unit in Bentonville, Arkansas. The four-blade MT propeller is the one exception.” 

And that’s no coincidence. Steinbach’s investor, Steuart Walton, (of the Walmart Waltons) “needed it to be an American airplane. Philipp moved right here to the U.S. to mix his plane experience with Steuart’s enterprise experience.”

Protecting with the American theme, Wichita, Kansas-produced Garmin G3X Contact instrument packages come normal for the entrance and rear cockpits. A further Garmin G5 for the pilot and an optionally available two-axis autopilot spherical out this patriotic avionics bundle. 

In contrast to different aerobatic airplanes, the GB1 was “designed with multiple function,” in response to Waghorn. That includes two 28-gallon wing tanks and an industry-leading 25-gallon acrotank, the GameBird was designed with touring in thoughts. A small, however spacious for its class, baggage compartment with sufficient room for a duffel bag and a backpack (as much as 33 kilos) is conveniently tucked away within the fuselage behind the pilot’s seat. Though the airplane was made to deal with lengthy cross-countries, that doesn’t make it any much less thrill worthy. With a roll price of 400 levels per second, and in a position to face up to plus or minus 10 G’s, the GameBird was meant to be put by means of the paces.

 “You’ll break lengthy earlier than the airplane does,” stated Waghorn. 

Though my time with TacAero and the GameBird was shorter than the usual, three-day course, my abbreviated coaching routine was a condensed, but comparable model. Not solely does TacAero prioritize time within the classroom and the airplane, however in addition they prefer to have slightly enjoyable. With a fleet of a number of Tremendous Cubs, Prime Cubs, and Carbon Cubs (accessible for rental or instruction), the TacAero group takes full benefit of its lunch breaks, and meaning the purchasers do too. 

Whether or not it’s a quick Cub flight to the north for Cooper’s Bar-B-Que, a real Texas pit grilling expertise, or a fast jump over to a makeshift, 1,000-foot grass runway paralleling the street on the native vineyard, you might be positive to be entertained all through your coaching. Simply make sure that to not overindulge, because the GameBird doesn’t care in the event you loved slightly an excessive amount of brisket. 

After lunch and a pair hours of floor faculty from Waghorn, I used to be able to strap in. Donning a chute and kneeboard stuffed with checklists, I felt like I used to be on the point of fly an F-18 quite than a GA taildragger—a stark distinction from the low-and-slow flying that I’m used to. The one factor lacking was a helmet (which I used to be provided however declined on account of measurement). As I climbed into the aft pilot’s seat, I used to be instantly impressed by the minimalistic, clear cockpit and the match. Not too cramped, however I wasn’t swimming in it both. It felt extremely pure for an airplane that ought to have felt very international.

As I scanned from left to proper, all the things was in its logical place. Throttle, prop, combination, recognition lights (the GameBird is day VFR solely), and trim have been on the left aspect of the cockpit. A steam gauge airspeed indicator, Garmin G3X, autopilot, Garmin G5, transponder, gasoline selector, accelerometer, and steam gauge altimeter have been centered immediately in entrance of me. Lastly, circuit breakers, mags, enhance pump, alternator and battery change, and some different autopilot and strobe switches have been down by my proper arm. 

Nothing felt out of the peculiar, apart from the big carbon, wing-shaped key within the ignition that was painted to match the plane.

“That is an instance of the sort of mind Philipp has,” stated Ian Waghorn as he eliminated the important thing and walked towards the gasoline cap at the vanguard of the wing. “You need to use the important thing to open up the cap, however watch this, you possibly can’t drop the important thing in.” Waghorn tried to drop the important thing within the tank each method conceivable. “He thinks of all the things,” he stated. 

As I adjusted the rudder pedals to my 5-foot-4 body, Waghorn ran by means of just a few last-minute particulars earlier than climbing up the wing to the entrance passenger seat.

“I don’t have a gasoline selector up entrance, however don’t fear about switching it,” he stated. “We’re simply going to maintain it on the acrotank the complete flight. My G3X will energy up when you begin the airplane, and if you wish to burn slightly smoke oil, you’ll have to try this too. The change is correct on prime of the throttle.”

Say no extra, I assumed. After guaranteeing my chute and shoulder straps have been tight, I ratcheted my padded lap belt down and locked myself in. The small bruises I discovered alongside my hips the next day undoubtedly proved that. 

As Waghorn climbed into the entrance seat, he paid explicit consideration to holding the side-hinging cover. The Texas winds have been gusting anyplace from 15-25 knots, and like different aerobatic airplanes, the cover will be simply blown off. After climbing in, he pulled the cover shut, and we ensured it was latched.

“It is a TacAero coverage, even when it’s scorching sizzling, we make sure that the cover is closed and latched earlier than doing anything,” he stated. 

Lastly, the second I had been ready for had arrived. It was time to really feel the GameBird roar to life. With my guidelines secured on my kneeboard, I started to go down it line by line. After turning the enhance pump on for 5 seconds, I cracked the throttle and exclaimed “clear prop.” Because the starter engaged, the Lycoming roared to life with zero hesitation. I pushed the combination to full wealthy and introduced the ability again to 1,000 rpm. The throaty purr was unmistakable, and it was then when the joy actually began to sink in. 

Taxiing the GameBird to the run-up space was a breeze. Because of the big rudder, the airplane responded to pilot enter extremely nicely. However the game-changer was the taxi digital camera, which is mounted in the proper gear leg. As a little bit of a tailwheel purist, I scoffed on the idea. How are pilots ever going to be taught to S-turn if they will cheat with a taxi digital camera? However I needed to attempt it. And wow, it was thoughts altering to say the least. Though the side-to-side visibility within the GameBird is expansive, it’s unimaginable to see something in entrance of the nostril, and it doesn’t matter in the event you’re a pilot or passenger. The one method to make sure you aren’t going to hit one thing is to S-turn, or in the event you don’t care about scrutiny, simply flip your G3X to the taxi digital camera display screen. 

Within the run-up space I carried out the traditional checks: seat belts, gasoline amount, gasoline tank, and ensured the cover was (once more) latched visually and the annunciator was off. I ran the throttle as much as 1,700 rpm, checked left and proper mags, cycled the propeller, checked oil stress, and made positive it idled with none issues. I reset the trim to impartial and did a management test. Free and clear. 

It was sport time, pun undoubtedly meant. Earlier than rolling out on the runway, I confirmed my plan with Waghorn primarily based on our floor faculty session earlier within the day.

“I’ll roll out on the runway and slowly convey the ability in,” I stated. “After just a few seconds, I’ll carry the tail after which add full energy. I’ll speed up and rotate at 80, and pitch for 100. If we now have any issues, it’s your airplane.”

“Sounds good. Let’s go,” Waghorn replied. 

Lined up on the centerline, I slowly added energy, however there wasn’t something gradual about it. Inside a few seconds, I may really feel that the tail was prepared to return up, so I added only a contact of ahead stick stress. I used to be solely a pair hundred ft down the runway after I found simply how sensitive this airplane was going to be. 

As quickly because the tail was up, I added full energy and accelerated to 80 knots and rotated with the tiniest little bit of again stress. Admittedly, it occurred so quick, and I used to be so giddy that I blew straight by means of my 100-knot climb pace. Earlier than I knew it we had already hit 120 knots. This was no Cub, it was extra like a rocket ship propelling me straight into the sky. 

In cruise I pulled the ability again to 24 squared, and we headed towards the apply space south of Fredericksburg. I began out by simply doing just a few easy turns to get the texture of issues. It was higher to consider doing the actions than to truly do them. The airplane is extremely delicate, due to sweeping, full-span ailerons and an unnaturally tall stick that exaggerates any and all inputs. However that’s one of the vital essential options of an airplane with talents similar to this. With the slightest contact, the GameBird will cease at any given financial institution angle with none fuss, sloppiness, or overshooting. It was darn spectacular—and a great deal of enjoyable.

Subsequent up was gradual flight. I slowed the airplane down in levels—beginning round 100 knots and dealing my method again to only earlier than stall pace. After I felt like I had an excellent really feel for the airplane, we went by means of power-on and power-off stalls. The airplane lets you understand, with loads of warning, that it was not joyful. The buffet is extremely noticeable and begins nicely prematurely of the break at 60 knots. If in some extraordinary state of affairs, you probably did end up in a GB1 stall, it’s benign. Stick barely ahead, add energy, and pitch again up, identical to a Cessna 172. It was a nonevent. 

After airwork, it was time for slightly enjoyable. Waghorn demonstrated loops, rolls, arduous G-vertical pulls, prolonged inverted flight, knife edges, and maneuvers that I’m merely not aerobatically inclined sufficient to discuss. I laughed by means of most of it, and there might need been an expletive or two, however after a half hour or so, I’d had sufficient. I undoubtedly broke lengthy earlier than the airplane did, however to my shock, I quite loved it. 

On our 10-minute flight again to T82 I started recalling my floor faculty classes from earlier within the day—particularly, speeds and touchdown method. I wanted to enter the downwind at 120 knots and fly an oval-shaped sample, as a way to see the runway for so long as attainable. On last, I might gradual to 100 knots and land the airplane utilizing energy, not pitch, an idea I used to be undoubtedly not used to. Waghorn was adamant on this, so I figured it was essential to hearken to his phrases of knowledge, quite than a decade’s value of intuition telling me to flare.

I entered the sample on a forty five for Runway 14 and slowed the airplane right down to 120 knots. It felt international to look down on the G3X and browse 120 knots typically, but notably unusual on downwind. Though all the things was taking place at a a lot quicker price than I used to be accustomed to, the airplane nonetheless felt like an extension of my physique. And due to Waghorn’s instruction on the bottom and within the air, I used to be feeling assured. 

On base, I shortly realized the significance of flying an oval sample quite than an ordinary rectangle. There’s zero direct ahead visibility from the pilot or passenger seat, so the runway utterly disappears on last. Sustaining 100 knots, I started utilizing my peripheral imaginative and prescient to information me to the runway’s centerline. As I cleared the tip of the runway, Waghorn instructed me to maintain my pitch because it was and to slowly start pulling the ability to idle. Subconsciously, I added the tiniest little bit of again stress, and we proceeded to land tailwheel first—the precise factor I used to be particularly instructed to keep away from. 

Waghorn laughed and stated “as quickly as you’re stabilized, full energy, and let’s attempt once more, now that you just see what I’m speaking about.” Working arduous to not overcontrol the airplane with my ft, and the slightest contact of proper aileron to counteract a 20-knot crosswind, I introduced the ability in and rotated at 80. With slightly little bit of proper rudder to counteract the left-turning tendency, I pitched for 100. Satisfied I used to be flying a spaceship quite than an airplane, I smiled from ear to ear and laughed like I didn’t have a care on this planet. 

As I turned downwind, I grew to become extra decided than ever to beat my unconscious. “Each-one does it,” stated Waghorn. “It takes slightly getting used to, however when you get it, you’ll see simply how simple it’s. Simply keep in mind, energy, not pitch.” 

I made a tighter, but rounded base to last flip, so I may see the runway for just some seconds longer. Slowing to 100 knots, I repeated the “energy, not pitch” mantra all the best way right down to the runway. On the level when my mind began telling me to flare, I slowly pulled the ability to idle, and the airplane gently sank down towards the runway. With out including any stress on the stick, the airplane touched the pavement in a beautiful three-point perspective just a few seconds later.

“Holy cow,” I exclaimed. It felt too good to be true. 

Seemingly happy, Waghorn inspired me to maintain going across the sample and apply my landings for so long as I preferred. He didn’t have to inform me twice. After 10 patterns and 10 landings below my belt, I known as it a day. I had burned sufficient fuel and smoke oil, and I used to be beginning to get a bit nauseous after zooming across the sample at rocket ship speeds. 

After two and half hours of flight time within the GB1, “the Carbon Cub of the aerobatics world” because the TacAero group likes to name it, I can say that the GameBird offered me with one of the vital thrilling and pleasant experiences in my 700-plus-hour logbook. Not solely was the airplane a swish, thrill-seeking pleasure to fly, however my expertise with the TacAero group was second to none. With its professionalism, regard for security, detailed coaching curriculum, and general buyer expertise, it’s no marvel the varsity is Sport Aerospace’s official coaching associate.

I look ahead to flying with TacAero sooner or later and to the way forward for Sport Aerospace, particularly with the announcement of its new firebomber, the GB2 StormBird. Let’s hope a GB1 and GB2 comparability article is in my future.