By Mike Shaw
Jim Holtom’s latest presentation to Flight 8, No Puke - This Time: Jim Holtom discovers a miracle medication, was a great success.
Everyone was engrossed flying Holtom’s emergency manoeuvres along with his videos. You may recall his last presentation in September 2009 was titled, No Puke - No Glory: Jim Holtom sadly discovers he’ll never be an aerobatic pilot.
I swear I heard a couple say they were near puking just watching his latest flights.
At Holtom’s previous presentation to Flight 8, he spoke of taking five flights in APS, Emergency Manoeuvre Training’s Extra 300L aircraft and puking nine times. Aside from how to recognize and deal with an aircraft that is, or is about to be, out of control he also learned that he will not be an aerobatic pilot with this puke to flight ratio.
This month Holtom returned to Flight 8 to tell what he learned in his second bout of training at APS, and he did not puke once in three flights. Keep reading to find out how he did it.
Again Holtom’s presentation included spectacular videos of his flights. The videos on his second session with APS included the usual through the windshield view, but also additional split screen view of him at the controls and from a wing tip camera back at the fuselage. The videos also included at G meter which was seldom more than 3 Gs positive and slightly less than 1 G negative on occasion.
APS links their training to the aircraft you most often fly. Holtom owns a Cessna 206 which is limited to 3.8 Gs in the Normal Category, hence, in spite of the Extra 300Ls ability to deal with plus or minus 10 Gs, they instructed Holtom to keep his manoeuvres to less than 3.8 Gs.
APS forces the student to recognize the G loadings, for Holtom 3.8 Gs, through one’s body, not instruments. The student has limited instruments, whereas the instructor has a complete set. Holtom was impressed with the precision, skill and attention to safety of APS instructors. It certainly showed in the videos.
On his second session at APS Holtom did more aerobatic manoeuvres than on his first trip there, including Cuban 8s, his favourite, and hammerhead stalls, again real fun. He did manage to lose control in one hammerhead and believes he recovered from an inverted spin using the methods ground into him at APS. He said when it all comes apart like that it is not always easy to label it. He said the wake turbulence recoveries were the most taxing and upsetting, he does not want to experience wake turbulence in normal flying.
In the photograph Holtom is demonstrating the differences between stalls when skidding versus slipping. Skidding stalls rotate the short way around, while the slipping ones go the long way. He said it was easier to deal with the slipping ones. He also noted that one is instructed to not make rash control inputs, rather watch and analyze what is happening and then react.
The solution to Holtom’s tender tummy issues was what APS recommended all along and he ignored in his first session, namely Transderm-V patches by Novartis Consumer Health, Inc. Most Canadian drugstores have them, but they are likely behind the druggist’s counter. In the USA they are called Transderm Scop and one needs a prescription. Unfortunately they are not acceptable for pilot-in-command duties.