Interview with Quique
Somenzini, Part One
by John Glezellis
[email protected]
Introduction
It will always be my goal to provide
you, the reader, with the tools needed
to become successful in this wonderful
sport.
I fi rst became interested in both
Scale and Precision
Aerobatics at the age
of 10, after attending
the 1994 Tournament
of Champions (TOC)
with my parents. After
seeing a world-class
event such as that, I
was addicted!
It is important to
have a role model in
life, someone whom
you can look up to.
In my competitive
career, I have always
admired a few pilots
such as Hanno
Prettner, Christophe
Paysant Le Roux,
and Quique
Somenzini. These
pilots are amazing,
and have had a
huge impact on
aerobatic airplanes
as we know them
today.
For more than two decades, Hanno
designed many airplanes and won many
world-class events including the TOC in
Las Vegas! Christophe has won the F3A
World Championship multiple times, as
well as the TOC in Las Vegas in 2000.
Quique Somenzini won the TOC in
Las Vegas in 1994, 1997, 1998, 1999,
and has been in the top three several
times! Additionally, he won the Don
Lowe Masters three times, was two-time
Tucson Shootout Freestyle Champion,
XFC Champion in 2004, four-time US
F3A National Champion, the Freestyle
World Champion, as well as F3A World
Champion. Quique currently works for
Horizon Hobby Distributors, where he
designs airplanes.
This month I will cover something
special that has been a pleasure to write.
I interviewed Quique,
and the interview will
be split into two parts.
The fi rst portion is in
this column. It covers
how he became
interested in fl ying
and competition, and
gives some advice for
you in your aerobatic
endeavors.
To view the
second half of the
interview, visit the
Model Aviation website at www.
ModelAviation.com. The online
segment will cover Quique’s personal
life, as well as his daily tasks at Horizon
Hobby Distributors to provide you
with many excellent-fl ying airplanes.
Without further delay, let’s get started!
Top: Quique and
the Challenge F3A
aircra .
Bottom: Mario
Somenzini,
Quique’s father,
holds the Desa o
2000, which
was an airplane
designed for F3A
competition. This
airplane was a new
concept during the
JG: Quique, how and when did you first
get started in RC?
QS: I became interested and began to
fly Radio Control airplanes because
of my father, Mario. When I began to
fly, he was already the F3A National
Champion in Argentina, as well as the
South American National Champion
at that time, which was the late 1970s.
Specifically, it was in July of 1976 that I
that Laura did not have the same
motivation as me, and then it was my
time to learn! My father built my first
airplane, which was a four-channel
shoulder wing model that had an HP 40
motor and an Orbit radio. I was hooked!
JG: I know that you became interested
in competition aerobatics at an early age,
and you were actually F3A Champion of
Argentina at the tender age of 12. What
were the key ingredients to your success at
such an early age?
QS: I guess competition was in my
genes. My father was very successful in
racing speed bikes, go-karts, and cars (in
the 1500cc class), and then he began to
compete in F3A. With time, it was only
natural that I, too, would start competing
and continue his passion.
After only three months of flying,
I was already flying the F3A class.
While it was not perfect, I was able to
complete the entire sequence. Even
though I placed third at the Nationals
in Argentina, my father advised me
to move down one class to compete
in many local and regional contests so
flew RC for the first time. Before that, I
spent many hours cleaning my father’s
airplanes, but it paid off!
Originally, my dad wanted my older
sister, Laura, to fly. During this time
period, I observed my sister and her
flying progress. In fact, I often went to
pick up the airplane after most landings,
even when they were far away from the
runway!
As time went on, my father realized
Quique and his wife, Sandra, in front of a full-scale Yak 54.
that I could gain the proper experience
needed in not only a flying sense, but
also how to manage and deal with
pressure.
I followed his advice and despite
competing in a lower class, I won many
contests. Similarly, I started to fly at
many air shows for the same reasons.
With this input, I soon realized that he
was correct. By 1979, I was ready and
competed at the Nationals and World
Team Trial competition in Argentina.
I won first place, and my father was
second.
We went to South Africa to compete
at the World Championship, and this
event was also the last time that my
father flew a model airplane. After the
event, he said that he would be my
mechanic and would support me as
much as possible. Now, being older and
having children of my own, I can see
how excited and proud my father was of
me!
Let’s take a break, as I want to share a
small story with you. While competing
in South Africa, I drew to fly number
one in the flight order. Imagine that!
Imagine being only 12 years old and
being the first to fly! When that morning
came, everyone from my team was ready
to go, but I was still in bed. I didn’t want
to fly, as I felt too much pressure.
My father wasn’t sure what to do,
so he went downstairs and ended up
purchasing a watch for me. It was a
Citizen digital watch. He returned to my
room and surprised me with this gift. I
was so excited that I quickly got ready
and went to the competition feeling less
pressure, as I was the happiest boy on
the earth with my new
gift! Thanks for that, Dad!
JG: You have been
nicknamed the “Godfather
of 3-D.” In fact, I still
remember seeing you at
the 1994 TOC in Las
Vegas, and watching with
pure amazement during
your Freestyle program as
multiple low-level torque
rolls, waterfalls, and many
other 3-D maneuvers were
performed for the first time
in front of the crowd. How
did you first begin flighttesting
such maneuvers?
QS: Before we discuss all of the details,
let me first say that pure 3-D does
not involve torque rolls as defined in a
traditional sense. I think the torque roll
was first performed in the late 1960s
by full-scale aerobatic pilots. I started
to perform torque rolls in 1986, but I
had to pull to a vertical up-line, bleed
off speed, and perform a torque roll at
a fairly high altitude. This wasn’t 3-D
flying!
It wasn’t until 1994 that I began to
fly true 3-D as we know it today. True
3-D involves the airplane being able to
“fly” beyond its stall. Believe it or not,
I started flying 3-D in September of
1994—only a month before the TOC!
For the 1994 TOC, a change in the
rules allowed larger airplanes to be
flown. For doing this, some bonus points
would be given to competitors who
flew larger models. While this was my
third TOC, it would be my first one
with a larger model, but I wasn’t alone!
Rather, all of the competitors faced the
same issue. Since the size bonus was in
existence, it paved the future for Giant
Scale airplanes, as it pushed designs to
be larger than ever before, as we know
them today!
We got my airplane, which was a
Robert Godfrey 37% Extra 300S, by late
June and finished [it] in July. Because I
only had one airplane of this size, I began
practicing with a smaller airplane to
become familiar with the new programs
and design a Freestyle sequence. One
month before our trip to Las Vegas, we
brought the Godfrey Extra 300S to
the flying field to begin exploring the
airplane’s flight characteristics.
For me, it was an interesting
experience, as I was self-taught. The
Internet was not as it is today, and I was
the first to have a large airplane like
that in my area. However, as soon as I
began to fly my giant Extra 300S, I had
an instant connection with it, and felt
that it could fly very well at slow speeds.
Then, one night, it all changed for me …
I had a dream. While it sounds like
it does in the movies, it is true. One
morning, I woke up after having a dream
about flying the airplane beyond its stall.
Honestly, I thought about this a lot and
that is partly due to the dream, in my
opinion.
I told my father that we had to
increase the size of the elevators on the
airplane. Both my father and I built a
new set of horizontal stabilizers that
had these changes done to them and
installed two servos per elevator. Bingo!
On the same day that we installed
this modified stabilizer to the airplane, I
was performing Harriers (which I called
Cobras at that time), and the next day,
I was performing inverted Harriers and
tumbles, which was the Waterfall! Then,
with time, torque rolls that were very
low in altitude and entered at a speed
that was beyond the airplanes stall. After
these flights commenced, I decided that
we should do the same thing with the
rudder! We increased the rudder and
things got better!
Once in Las Vegas, we spent about
10 days on a dry lake, flying and
Below: Quique started winning large
contests by the time he was 12 years
old! Little did he know that he would
be TOC Champion in 1994, 1997,
1998, and 1999, as well as F3A World
Champion in 2007
Below: Quique with the airplane he flew to a first-place finish at the 25th
FAI/F3A World Championships. It is his self-designed Euphoria
choreographing these ights to music.
At the end, all of our hard work paid off
and we won the contest. Now, the door
was open for the future. We showed the
beginning of 3-D, and that is something
that people today are enjoying!
JG: In preparing for an event such as the
TOC, or for that matter, the F3A World
Championship (which you have also
won), what was your typical practice
routine? For example, how many ights
would you perform on a given day, and
what would you practice?
QS: Competitions like the TOC and
various F3A events and championships
are the most challenging contests to
prepare for due to the type of contest
that they are. There is a great level of
performance from all of the competitors,
and in order to be at the top, it takes a
great amount of dedication!
My theory was, and still is, the fact
that your airplane is your best buddy.
During all ight sessions, the airplane
needs to help you. As humans, our
emotions continuously change, and it
is often dif cult to perform the same,
day after day. After all, consistency is
the key in competition, and to do this,
the airplane needs to support you in a
contest by being properly set up to cater
to your preferences.
For example, the engine should be
adjusted so that you obtain consistent
power. The airplane should be trimmed
as best it can [be] so you can only focus
on the sequence, not the airplane’s
“bad” ight characteristics. After I spend
a lot of time trimming and setting up
the airplane and engine, I focus on
practicing for the event. About a month
to a month-and-a-half before the event,
I would y every day, double shift! I
would y between three and ve ights
in the morning, and another three to ve
ights in the afternoon. Only heavy rain
would stop me!
Through all of my practice ights, I
would be in a constant search for the
best airplane setup possible. In doing
this, it would result in rather consistent
results, which are extremely important if
you wanted to win a big championshiptype
event. All in all, one excellent ight
would mean nothing if your next ight
was only okay.
JG: What advice can you give to a person
who is looking to participate in competition
aerobatics? How should he or she get
started?
QS: While I may sound like an old guy
by saying this, today things are a lot
easier compared to when I rst began
competing, and yes, I am only 45 years
old! In the past 10 years, the evolution
of the hobby has been incredible.
Technology has changed so much and
become [so] affordable that it is tangible
for most. However, one thing that has
not changed is practice! If someone
is thinking about competing, my best
advice would be to burn either fuel or
watts!
But, be consistent with a plan.
Concentrate on your airplane’s
performance, learn the characteristics of
your model, and spend time setting up
your aircraft. Then, organize a practice
routine and what you hope to achieve
by the end of each practice session.
It is always important to be honest
with yourself and to focus on what is
dif cult for your abilities, and to practice
that over and over again. While we all
have weak areas, recognize [your] area
and work on it!
Lastly, always remember to have fun
and enjoy every moment. At the end of
the day, this is the most important part,
as by doing so you will have a great time
and many great memories!
Closing Thoughts
I hope you have enjoyed this
interview. Being interested in aerobatics,
it is always neat nding out how a
successful pilot, such as Quique, started
out in ying and what his thoughts are
on this fantastic hobby. I believe there
is plenty to learn from such idols and/or
mentors.
Remember, Visit www.ModelAviation.
com for the second half of this column!
Until next time, y hard!
SOURCES:
International Miniature Aerobatic Club (IMAC)
www.mini-iac.com
Waving to the crowd during a demonstration,
Edition: Model Aviation - 2012/06
Page Numbers: 119,120,121,122
Edition: Model Aviation - 2012/06
Page Numbers: 119,120,121,122
Interview with Quique
Somenzini, Part One
by John Glezellis
[email protected]
Introduction
It will always be my goal to provide
you, the reader, with the tools needed
to become successful in this wonderful
sport.
I fi rst became interested in both
Scale and Precision
Aerobatics at the age
of 10, after attending
the 1994 Tournament
of Champions (TOC)
with my parents. After
seeing a world-class
event such as that, I
was addicted!
It is important to
have a role model in
life, someone whom
you can look up to.
In my competitive
career, I have always
admired a few pilots
such as Hanno
Prettner, Christophe
Paysant Le Roux,
and Quique
Somenzini. These
pilots are amazing,
and have had a
huge impact on
aerobatic airplanes
as we know them
today.
For more than two decades, Hanno
designed many airplanes and won many
world-class events including the TOC in
Las Vegas! Christophe has won the F3A
World Championship multiple times, as
well as the TOC in Las Vegas in 2000.
Quique Somenzini won the TOC in
Las Vegas in 1994, 1997, 1998, 1999,
and has been in the top three several
times! Additionally, he won the Don
Lowe Masters three times, was two-time
Tucson Shootout Freestyle Champion,
XFC Champion in 2004, four-time US
F3A National Champion, the Freestyle
World Champion, as well as F3A World
Champion. Quique currently works for
Horizon Hobby Distributors, where he
designs airplanes.
This month I will cover something
special that has been a pleasure to write.
I interviewed Quique,
and the interview will
be split into two parts.
The fi rst portion is in
this column. It covers
how he became
interested in fl ying
and competition, and
gives some advice for
you in your aerobatic
endeavors.
To view the
second half of the
interview, visit the
Model Aviation website at www.
ModelAviation.com. The online
segment will cover Quique’s personal
life, as well as his daily tasks at Horizon
Hobby Distributors to provide you
with many excellent-fl ying airplanes.
Without further delay, let’s get started!
Top: Quique and
the Challenge F3A
aircra .
Bottom: Mario
Somenzini,
Quique’s father,
holds the Desa o
2000, which
was an airplane
designed for F3A
competition. This
airplane was a new
concept during the
JG: Quique, how and when did you first
get started in RC?
QS: I became interested and began to
fly Radio Control airplanes because
of my father, Mario. When I began to
fly, he was already the F3A National
Champion in Argentina, as well as the
South American National Champion
at that time, which was the late 1970s.
Specifically, it was in July of 1976 that I
that Laura did not have the same
motivation as me, and then it was my
time to learn! My father built my first
airplane, which was a four-channel
shoulder wing model that had an HP 40
motor and an Orbit radio. I was hooked!
JG: I know that you became interested
in competition aerobatics at an early age,
and you were actually F3A Champion of
Argentina at the tender age of 12. What
were the key ingredients to your success at
such an early age?
QS: I guess competition was in my
genes. My father was very successful in
racing speed bikes, go-karts, and cars (in
the 1500cc class), and then he began to
compete in F3A. With time, it was only
natural that I, too, would start competing
and continue his passion.
After only three months of flying,
I was already flying the F3A class.
While it was not perfect, I was able to
complete the entire sequence. Even
though I placed third at the Nationals
in Argentina, my father advised me
to move down one class to compete
in many local and regional contests so
flew RC for the first time. Before that, I
spent many hours cleaning my father’s
airplanes, but it paid off!
Originally, my dad wanted my older
sister, Laura, to fly. During this time
period, I observed my sister and her
flying progress. In fact, I often went to
pick up the airplane after most landings,
even when they were far away from the
runway!
As time went on, my father realized
Quique and his wife, Sandra, in front of a full-scale Yak 54.
that I could gain the proper experience
needed in not only a flying sense, but
also how to manage and deal with
pressure.
I followed his advice and despite
competing in a lower class, I won many
contests. Similarly, I started to fly at
many air shows for the same reasons.
With this input, I soon realized that he
was correct. By 1979, I was ready and
competed at the Nationals and World
Team Trial competition in Argentina.
I won first place, and my father was
second.
We went to South Africa to compete
at the World Championship, and this
event was also the last time that my
father flew a model airplane. After the
event, he said that he would be my
mechanic and would support me as
much as possible. Now, being older and
having children of my own, I can see
how excited and proud my father was of
me!
Let’s take a break, as I want to share a
small story with you. While competing
in South Africa, I drew to fly number
one in the flight order. Imagine that!
Imagine being only 12 years old and
being the first to fly! When that morning
came, everyone from my team was ready
to go, but I was still in bed. I didn’t want
to fly, as I felt too much pressure.
My father wasn’t sure what to do,
so he went downstairs and ended up
purchasing a watch for me. It was a
Citizen digital watch. He returned to my
room and surprised me with this gift. I
was so excited that I quickly got ready
and went to the competition feeling less
pressure, as I was the happiest boy on
the earth with my new
gift! Thanks for that, Dad!
JG: You have been
nicknamed the “Godfather
of 3-D.” In fact, I still
remember seeing you at
the 1994 TOC in Las
Vegas, and watching with
pure amazement during
your Freestyle program as
multiple low-level torque
rolls, waterfalls, and many
other 3-D maneuvers were
performed for the first time
in front of the crowd. How
did you first begin flighttesting
such maneuvers?
QS: Before we discuss all of the details,
let me first say that pure 3-D does
not involve torque rolls as defined in a
traditional sense. I think the torque roll
was first performed in the late 1960s
by full-scale aerobatic pilots. I started
to perform torque rolls in 1986, but I
had to pull to a vertical up-line, bleed
off speed, and perform a torque roll at
a fairly high altitude. This wasn’t 3-D
flying!
It wasn’t until 1994 that I began to
fly true 3-D as we know it today. True
3-D involves the airplane being able to
“fly” beyond its stall. Believe it or not,
I started flying 3-D in September of
1994—only a month before the TOC!
For the 1994 TOC, a change in the
rules allowed larger airplanes to be
flown. For doing this, some bonus points
would be given to competitors who
flew larger models. While this was my
third TOC, it would be my first one
with a larger model, but I wasn’t alone!
Rather, all of the competitors faced the
same issue. Since the size bonus was in
existence, it paved the future for Giant
Scale airplanes, as it pushed designs to
be larger than ever before, as we know
them today!
We got my airplane, which was a
Robert Godfrey 37% Extra 300S, by late
June and finished [it] in July. Because I
only had one airplane of this size, I began
practicing with a smaller airplane to
become familiar with the new programs
and design a Freestyle sequence. One
month before our trip to Las Vegas, we
brought the Godfrey Extra 300S to
the flying field to begin exploring the
airplane’s flight characteristics.
For me, it was an interesting
experience, as I was self-taught. The
Internet was not as it is today, and I was
the first to have a large airplane like
that in my area. However, as soon as I
began to fly my giant Extra 300S, I had
an instant connection with it, and felt
that it could fly very well at slow speeds.
Then, one night, it all changed for me …
I had a dream. While it sounds like
it does in the movies, it is true. One
morning, I woke up after having a dream
about flying the airplane beyond its stall.
Honestly, I thought about this a lot and
that is partly due to the dream, in my
opinion.
I told my father that we had to
increase the size of the elevators on the
airplane. Both my father and I built a
new set of horizontal stabilizers that
had these changes done to them and
installed two servos per elevator. Bingo!
On the same day that we installed
this modified stabilizer to the airplane, I
was performing Harriers (which I called
Cobras at that time), and the next day,
I was performing inverted Harriers and
tumbles, which was the Waterfall! Then,
with time, torque rolls that were very
low in altitude and entered at a speed
that was beyond the airplanes stall. After
these flights commenced, I decided that
we should do the same thing with the
rudder! We increased the rudder and
things got better!
Once in Las Vegas, we spent about
10 days on a dry lake, flying and
Below: Quique started winning large
contests by the time he was 12 years
old! Little did he know that he would
be TOC Champion in 1994, 1997,
1998, and 1999, as well as F3A World
Champion in 2007
Below: Quique with the airplane he flew to a first-place finish at the 25th
FAI/F3A World Championships. It is his self-designed Euphoria
choreographing these ights to music.
At the end, all of our hard work paid off
and we won the contest. Now, the door
was open for the future. We showed the
beginning of 3-D, and that is something
that people today are enjoying!
JG: In preparing for an event such as the
TOC, or for that matter, the F3A World
Championship (which you have also
won), what was your typical practice
routine? For example, how many ights
would you perform on a given day, and
what would you practice?
QS: Competitions like the TOC and
various F3A events and championships
are the most challenging contests to
prepare for due to the type of contest
that they are. There is a great level of
performance from all of the competitors,
and in order to be at the top, it takes a
great amount of dedication!
My theory was, and still is, the fact
that your airplane is your best buddy.
During all ight sessions, the airplane
needs to help you. As humans, our
emotions continuously change, and it
is often dif cult to perform the same,
day after day. After all, consistency is
the key in competition, and to do this,
the airplane needs to support you in a
contest by being properly set up to cater
to your preferences.
For example, the engine should be
adjusted so that you obtain consistent
power. The airplane should be trimmed
as best it can [be] so you can only focus
on the sequence, not the airplane’s
“bad” ight characteristics. After I spend
a lot of time trimming and setting up
the airplane and engine, I focus on
practicing for the event. About a month
to a month-and-a-half before the event,
I would y every day, double shift! I
would y between three and ve ights
in the morning, and another three to ve
ights in the afternoon. Only heavy rain
would stop me!
Through all of my practice ights, I
would be in a constant search for the
best airplane setup possible. In doing
this, it would result in rather consistent
results, which are extremely important if
you wanted to win a big championshiptype
event. All in all, one excellent ight
would mean nothing if your next ight
was only okay.
JG: What advice can you give to a person
who is looking to participate in competition
aerobatics? How should he or she get
started?
QS: While I may sound like an old guy
by saying this, today things are a lot
easier compared to when I rst began
competing, and yes, I am only 45 years
old! In the past 10 years, the evolution
of the hobby has been incredible.
Technology has changed so much and
become [so] affordable that it is tangible
for most. However, one thing that has
not changed is practice! If someone
is thinking about competing, my best
advice would be to burn either fuel or
watts!
But, be consistent with a plan.
Concentrate on your airplane’s
performance, learn the characteristics of
your model, and spend time setting up
your aircraft. Then, organize a practice
routine and what you hope to achieve
by the end of each practice session.
It is always important to be honest
with yourself and to focus on what is
dif cult for your abilities, and to practice
that over and over again. While we all
have weak areas, recognize [your] area
and work on it!
Lastly, always remember to have fun
and enjoy every moment. At the end of
the day, this is the most important part,
as by doing so you will have a great time
and many great memories!
Closing Thoughts
I hope you have enjoyed this
interview. Being interested in aerobatics,
it is always neat nding out how a
successful pilot, such as Quique, started
out in ying and what his thoughts are
on this fantastic hobby. I believe there
is plenty to learn from such idols and/or
mentors.
Remember, Visit www.ModelAviation.
com for the second half of this column!
Until next time, y hard!
SOURCES:
International Miniature Aerobatic Club (IMAC)
www.mini-iac.com
Waving to the crowd during a demonstration,
Edition: Model Aviation - 2012/06
Page Numbers: 119,120,121,122
Interview with Quique
Somenzini, Part One
by John Glezellis
[email protected]
Introduction
It will always be my goal to provide
you, the reader, with the tools needed
to become successful in this wonderful
sport.
I fi rst became interested in both
Scale and Precision
Aerobatics at the age
of 10, after attending
the 1994 Tournament
of Champions (TOC)
with my parents. After
seeing a world-class
event such as that, I
was addicted!
It is important to
have a role model in
life, someone whom
you can look up to.
In my competitive
career, I have always
admired a few pilots
such as Hanno
Prettner, Christophe
Paysant Le Roux,
and Quique
Somenzini. These
pilots are amazing,
and have had a
huge impact on
aerobatic airplanes
as we know them
today.
For more than two decades, Hanno
designed many airplanes and won many
world-class events including the TOC in
Las Vegas! Christophe has won the F3A
World Championship multiple times, as
well as the TOC in Las Vegas in 2000.
Quique Somenzini won the TOC in
Las Vegas in 1994, 1997, 1998, 1999,
and has been in the top three several
times! Additionally, he won the Don
Lowe Masters three times, was two-time
Tucson Shootout Freestyle Champion,
XFC Champion in 2004, four-time US
F3A National Champion, the Freestyle
World Champion, as well as F3A World
Champion. Quique currently works for
Horizon Hobby Distributors, where he
designs airplanes.
This month I will cover something
special that has been a pleasure to write.
I interviewed Quique,
and the interview will
be split into two parts.
The fi rst portion is in
this column. It covers
how he became
interested in fl ying
and competition, and
gives some advice for
you in your aerobatic
endeavors.
To view the
second half of the
interview, visit the
Model Aviation website at www.
ModelAviation.com. The online
segment will cover Quique’s personal
life, as well as his daily tasks at Horizon
Hobby Distributors to provide you
with many excellent-fl ying airplanes.
Without further delay, let’s get started!
Top: Quique and
the Challenge F3A
aircra .
Bottom: Mario
Somenzini,
Quique’s father,
holds the Desa o
2000, which
was an airplane
designed for F3A
competition. This
airplane was a new
concept during the
JG: Quique, how and when did you first
get started in RC?
QS: I became interested and began to
fly Radio Control airplanes because
of my father, Mario. When I began to
fly, he was already the F3A National
Champion in Argentina, as well as the
South American National Champion
at that time, which was the late 1970s.
Specifically, it was in July of 1976 that I
that Laura did not have the same
motivation as me, and then it was my
time to learn! My father built my first
airplane, which was a four-channel
shoulder wing model that had an HP 40
motor and an Orbit radio. I was hooked!
JG: I know that you became interested
in competition aerobatics at an early age,
and you were actually F3A Champion of
Argentina at the tender age of 12. What
were the key ingredients to your success at
such an early age?
QS: I guess competition was in my
genes. My father was very successful in
racing speed bikes, go-karts, and cars (in
the 1500cc class), and then he began to
compete in F3A. With time, it was only
natural that I, too, would start competing
and continue his passion.
After only three months of flying,
I was already flying the F3A class.
While it was not perfect, I was able to
complete the entire sequence. Even
though I placed third at the Nationals
in Argentina, my father advised me
to move down one class to compete
in many local and regional contests so
flew RC for the first time. Before that, I
spent many hours cleaning my father’s
airplanes, but it paid off!
Originally, my dad wanted my older
sister, Laura, to fly. During this time
period, I observed my sister and her
flying progress. In fact, I often went to
pick up the airplane after most landings,
even when they were far away from the
runway!
As time went on, my father realized
Quique and his wife, Sandra, in front of a full-scale Yak 54.
that I could gain the proper experience
needed in not only a flying sense, but
also how to manage and deal with
pressure.
I followed his advice and despite
competing in a lower class, I won many
contests. Similarly, I started to fly at
many air shows for the same reasons.
With this input, I soon realized that he
was correct. By 1979, I was ready and
competed at the Nationals and World
Team Trial competition in Argentina.
I won first place, and my father was
second.
We went to South Africa to compete
at the World Championship, and this
event was also the last time that my
father flew a model airplane. After the
event, he said that he would be my
mechanic and would support me as
much as possible. Now, being older and
having children of my own, I can see
how excited and proud my father was of
me!
Let’s take a break, as I want to share a
small story with you. While competing
in South Africa, I drew to fly number
one in the flight order. Imagine that!
Imagine being only 12 years old and
being the first to fly! When that morning
came, everyone from my team was ready
to go, but I was still in bed. I didn’t want
to fly, as I felt too much pressure.
My father wasn’t sure what to do,
so he went downstairs and ended up
purchasing a watch for me. It was a
Citizen digital watch. He returned to my
room and surprised me with this gift. I
was so excited that I quickly got ready
and went to the competition feeling less
pressure, as I was the happiest boy on
the earth with my new
gift! Thanks for that, Dad!
JG: You have been
nicknamed the “Godfather
of 3-D.” In fact, I still
remember seeing you at
the 1994 TOC in Las
Vegas, and watching with
pure amazement during
your Freestyle program as
multiple low-level torque
rolls, waterfalls, and many
other 3-D maneuvers were
performed for the first time
in front of the crowd. How
did you first begin flighttesting
such maneuvers?
QS: Before we discuss all of the details,
let me first say that pure 3-D does
not involve torque rolls as defined in a
traditional sense. I think the torque roll
was first performed in the late 1960s
by full-scale aerobatic pilots. I started
to perform torque rolls in 1986, but I
had to pull to a vertical up-line, bleed
off speed, and perform a torque roll at
a fairly high altitude. This wasn’t 3-D
flying!
It wasn’t until 1994 that I began to
fly true 3-D as we know it today. True
3-D involves the airplane being able to
“fly” beyond its stall. Believe it or not,
I started flying 3-D in September of
1994—only a month before the TOC!
For the 1994 TOC, a change in the
rules allowed larger airplanes to be
flown. For doing this, some bonus points
would be given to competitors who
flew larger models. While this was my
third TOC, it would be my first one
with a larger model, but I wasn’t alone!
Rather, all of the competitors faced the
same issue. Since the size bonus was in
existence, it paved the future for Giant
Scale airplanes, as it pushed designs to
be larger than ever before, as we know
them today!
We got my airplane, which was a
Robert Godfrey 37% Extra 300S, by late
June and finished [it] in July. Because I
only had one airplane of this size, I began
practicing with a smaller airplane to
become familiar with the new programs
and design a Freestyle sequence. One
month before our trip to Las Vegas, we
brought the Godfrey Extra 300S to
the flying field to begin exploring the
airplane’s flight characteristics.
For me, it was an interesting
experience, as I was self-taught. The
Internet was not as it is today, and I was
the first to have a large airplane like
that in my area. However, as soon as I
began to fly my giant Extra 300S, I had
an instant connection with it, and felt
that it could fly very well at slow speeds.
Then, one night, it all changed for me …
I had a dream. While it sounds like
it does in the movies, it is true. One
morning, I woke up after having a dream
about flying the airplane beyond its stall.
Honestly, I thought about this a lot and
that is partly due to the dream, in my
opinion.
I told my father that we had to
increase the size of the elevators on the
airplane. Both my father and I built a
new set of horizontal stabilizers that
had these changes done to them and
installed two servos per elevator. Bingo!
On the same day that we installed
this modified stabilizer to the airplane, I
was performing Harriers (which I called
Cobras at that time), and the next day,
I was performing inverted Harriers and
tumbles, which was the Waterfall! Then,
with time, torque rolls that were very
low in altitude and entered at a speed
that was beyond the airplanes stall. After
these flights commenced, I decided that
we should do the same thing with the
rudder! We increased the rudder and
things got better!
Once in Las Vegas, we spent about
10 days on a dry lake, flying and
Below: Quique started winning large
contests by the time he was 12 years
old! Little did he know that he would
be TOC Champion in 1994, 1997,
1998, and 1999, as well as F3A World
Champion in 2007
Below: Quique with the airplane he flew to a first-place finish at the 25th
FAI/F3A World Championships. It is his self-designed Euphoria
choreographing these ights to music.
At the end, all of our hard work paid off
and we won the contest. Now, the door
was open for the future. We showed the
beginning of 3-D, and that is something
that people today are enjoying!
JG: In preparing for an event such as the
TOC, or for that matter, the F3A World
Championship (which you have also
won), what was your typical practice
routine? For example, how many ights
would you perform on a given day, and
what would you practice?
QS: Competitions like the TOC and
various F3A events and championships
are the most challenging contests to
prepare for due to the type of contest
that they are. There is a great level of
performance from all of the competitors,
and in order to be at the top, it takes a
great amount of dedication!
My theory was, and still is, the fact
that your airplane is your best buddy.
During all ight sessions, the airplane
needs to help you. As humans, our
emotions continuously change, and it
is often dif cult to perform the same,
day after day. After all, consistency is
the key in competition, and to do this,
the airplane needs to support you in a
contest by being properly set up to cater
to your preferences.
For example, the engine should be
adjusted so that you obtain consistent
power. The airplane should be trimmed
as best it can [be] so you can only focus
on the sequence, not the airplane’s
“bad” ight characteristics. After I spend
a lot of time trimming and setting up
the airplane and engine, I focus on
practicing for the event. About a month
to a month-and-a-half before the event,
I would y every day, double shift! I
would y between three and ve ights
in the morning, and another three to ve
ights in the afternoon. Only heavy rain
would stop me!
Through all of my practice ights, I
would be in a constant search for the
best airplane setup possible. In doing
this, it would result in rather consistent
results, which are extremely important if
you wanted to win a big championshiptype
event. All in all, one excellent ight
would mean nothing if your next ight
was only okay.
JG: What advice can you give to a person
who is looking to participate in competition
aerobatics? How should he or she get
started?
QS: While I may sound like an old guy
by saying this, today things are a lot
easier compared to when I rst began
competing, and yes, I am only 45 years
old! In the past 10 years, the evolution
of the hobby has been incredible.
Technology has changed so much and
become [so] affordable that it is tangible
for most. However, one thing that has
not changed is practice! If someone
is thinking about competing, my best
advice would be to burn either fuel or
watts!
But, be consistent with a plan.
Concentrate on your airplane’s
performance, learn the characteristics of
your model, and spend time setting up
your aircraft. Then, organize a practice
routine and what you hope to achieve
by the end of each practice session.
It is always important to be honest
with yourself and to focus on what is
dif cult for your abilities, and to practice
that over and over again. While we all
have weak areas, recognize [your] area
and work on it!
Lastly, always remember to have fun
and enjoy every moment. At the end of
the day, this is the most important part,
as by doing so you will have a great time
and many great memories!
Closing Thoughts
I hope you have enjoyed this
interview. Being interested in aerobatics,
it is always neat nding out how a
successful pilot, such as Quique, started
out in ying and what his thoughts are
on this fantastic hobby. I believe there
is plenty to learn from such idols and/or
mentors.
Remember, Visit www.ModelAviation.
com for the second half of this column!
Until next time, y hard!
SOURCES:
International Miniature Aerobatic Club (IMAC)
www.mini-iac.com
Waving to the crowd during a demonstration,
Edition: Model Aviation - 2012/06
Page Numbers: 119,120,121,122
Interview with Quique
Somenzini, Part One
by John Glezellis
[email protected]
Introduction
It will always be my goal to provide
you, the reader, with the tools needed
to become successful in this wonderful
sport.
I fi rst became interested in both
Scale and Precision
Aerobatics at the age
of 10, after attending
the 1994 Tournament
of Champions (TOC)
with my parents. After
seeing a world-class
event such as that, I
was addicted!
It is important to
have a role model in
life, someone whom
you can look up to.
In my competitive
career, I have always
admired a few pilots
such as Hanno
Prettner, Christophe
Paysant Le Roux,
and Quique
Somenzini. These
pilots are amazing,
and have had a
huge impact on
aerobatic airplanes
as we know them
today.
For more than two decades, Hanno
designed many airplanes and won many
world-class events including the TOC in
Las Vegas! Christophe has won the F3A
World Championship multiple times, as
well as the TOC in Las Vegas in 2000.
Quique Somenzini won the TOC in
Las Vegas in 1994, 1997, 1998, 1999,
and has been in the top three several
times! Additionally, he won the Don
Lowe Masters three times, was two-time
Tucson Shootout Freestyle Champion,
XFC Champion in 2004, four-time US
F3A National Champion, the Freestyle
World Champion, as well as F3A World
Champion. Quique currently works for
Horizon Hobby Distributors, where he
designs airplanes.
This month I will cover something
special that has been a pleasure to write.
I interviewed Quique,
and the interview will
be split into two parts.
The fi rst portion is in
this column. It covers
how he became
interested in fl ying
and competition, and
gives some advice for
you in your aerobatic
endeavors.
To view the
second half of the
interview, visit the
Model Aviation website at www.
ModelAviation.com. The online
segment will cover Quique’s personal
life, as well as his daily tasks at Horizon
Hobby Distributors to provide you
with many excellent-fl ying airplanes.
Without further delay, let’s get started!
Top: Quique and
the Challenge F3A
aircra .
Bottom: Mario
Somenzini,
Quique’s father,
holds the Desa o
2000, which
was an airplane
designed for F3A
competition. This
airplane was a new
concept during the
JG: Quique, how and when did you first
get started in RC?
QS: I became interested and began to
fly Radio Control airplanes because
of my father, Mario. When I began to
fly, he was already the F3A National
Champion in Argentina, as well as the
South American National Champion
at that time, which was the late 1970s.
Specifically, it was in July of 1976 that I
that Laura did not have the same
motivation as me, and then it was my
time to learn! My father built my first
airplane, which was a four-channel
shoulder wing model that had an HP 40
motor and an Orbit radio. I was hooked!
JG: I know that you became interested
in competition aerobatics at an early age,
and you were actually F3A Champion of
Argentina at the tender age of 12. What
were the key ingredients to your success at
such an early age?
QS: I guess competition was in my
genes. My father was very successful in
racing speed bikes, go-karts, and cars (in
the 1500cc class), and then he began to
compete in F3A. With time, it was only
natural that I, too, would start competing
and continue his passion.
After only three months of flying,
I was already flying the F3A class.
While it was not perfect, I was able to
complete the entire sequence. Even
though I placed third at the Nationals
in Argentina, my father advised me
to move down one class to compete
in many local and regional contests so
flew RC for the first time. Before that, I
spent many hours cleaning my father’s
airplanes, but it paid off!
Originally, my dad wanted my older
sister, Laura, to fly. During this time
period, I observed my sister and her
flying progress. In fact, I often went to
pick up the airplane after most landings,
even when they were far away from the
runway!
As time went on, my father realized
Quique and his wife, Sandra, in front of a full-scale Yak 54.
that I could gain the proper experience
needed in not only a flying sense, but
also how to manage and deal with
pressure.
I followed his advice and despite
competing in a lower class, I won many
contests. Similarly, I started to fly at
many air shows for the same reasons.
With this input, I soon realized that he
was correct. By 1979, I was ready and
competed at the Nationals and World
Team Trial competition in Argentina.
I won first place, and my father was
second.
We went to South Africa to compete
at the World Championship, and this
event was also the last time that my
father flew a model airplane. After the
event, he said that he would be my
mechanic and would support me as
much as possible. Now, being older and
having children of my own, I can see
how excited and proud my father was of
me!
Let’s take a break, as I want to share a
small story with you. While competing
in South Africa, I drew to fly number
one in the flight order. Imagine that!
Imagine being only 12 years old and
being the first to fly! When that morning
came, everyone from my team was ready
to go, but I was still in bed. I didn’t want
to fly, as I felt too much pressure.
My father wasn’t sure what to do,
so he went downstairs and ended up
purchasing a watch for me. It was a
Citizen digital watch. He returned to my
room and surprised me with this gift. I
was so excited that I quickly got ready
and went to the competition feeling less
pressure, as I was the happiest boy on
the earth with my new
gift! Thanks for that, Dad!
JG: You have been
nicknamed the “Godfather
of 3-D.” In fact, I still
remember seeing you at
the 1994 TOC in Las
Vegas, and watching with
pure amazement during
your Freestyle program as
multiple low-level torque
rolls, waterfalls, and many
other 3-D maneuvers were
performed for the first time
in front of the crowd. How
did you first begin flighttesting
such maneuvers?
QS: Before we discuss all of the details,
let me first say that pure 3-D does
not involve torque rolls as defined in a
traditional sense. I think the torque roll
was first performed in the late 1960s
by full-scale aerobatic pilots. I started
to perform torque rolls in 1986, but I
had to pull to a vertical up-line, bleed
off speed, and perform a torque roll at
a fairly high altitude. This wasn’t 3-D
flying!
It wasn’t until 1994 that I began to
fly true 3-D as we know it today. True
3-D involves the airplane being able to
“fly” beyond its stall. Believe it or not,
I started flying 3-D in September of
1994—only a month before the TOC!
For the 1994 TOC, a change in the
rules allowed larger airplanes to be
flown. For doing this, some bonus points
would be given to competitors who
flew larger models. While this was my
third TOC, it would be my first one
with a larger model, but I wasn’t alone!
Rather, all of the competitors faced the
same issue. Since the size bonus was in
existence, it paved the future for Giant
Scale airplanes, as it pushed designs to
be larger than ever before, as we know
them today!
We got my airplane, which was a
Robert Godfrey 37% Extra 300S, by late
June and finished [it] in July. Because I
only had one airplane of this size, I began
practicing with a smaller airplane to
become familiar with the new programs
and design a Freestyle sequence. One
month before our trip to Las Vegas, we
brought the Godfrey Extra 300S to
the flying field to begin exploring the
airplane’s flight characteristics.
For me, it was an interesting
experience, as I was self-taught. The
Internet was not as it is today, and I was
the first to have a large airplane like
that in my area. However, as soon as I
began to fly my giant Extra 300S, I had
an instant connection with it, and felt
that it could fly very well at slow speeds.
Then, one night, it all changed for me …
I had a dream. While it sounds like
it does in the movies, it is true. One
morning, I woke up after having a dream
about flying the airplane beyond its stall.
Honestly, I thought about this a lot and
that is partly due to the dream, in my
opinion.
I told my father that we had to
increase the size of the elevators on the
airplane. Both my father and I built a
new set of horizontal stabilizers that
had these changes done to them and
installed two servos per elevator. Bingo!
On the same day that we installed
this modified stabilizer to the airplane, I
was performing Harriers (which I called
Cobras at that time), and the next day,
I was performing inverted Harriers and
tumbles, which was the Waterfall! Then,
with time, torque rolls that were very
low in altitude and entered at a speed
that was beyond the airplanes stall. After
these flights commenced, I decided that
we should do the same thing with the
rudder! We increased the rudder and
things got better!
Once in Las Vegas, we spent about
10 days on a dry lake, flying and
Below: Quique started winning large
contests by the time he was 12 years
old! Little did he know that he would
be TOC Champion in 1994, 1997,
1998, and 1999, as well as F3A World
Champion in 2007
Below: Quique with the airplane he flew to a first-place finish at the 25th
FAI/F3A World Championships. It is his self-designed Euphoria
choreographing these ights to music.
At the end, all of our hard work paid off
and we won the contest. Now, the door
was open for the future. We showed the
beginning of 3-D, and that is something
that people today are enjoying!
JG: In preparing for an event such as the
TOC, or for that matter, the F3A World
Championship (which you have also
won), what was your typical practice
routine? For example, how many ights
would you perform on a given day, and
what would you practice?
QS: Competitions like the TOC and
various F3A events and championships
are the most challenging contests to
prepare for due to the type of contest
that they are. There is a great level of
performance from all of the competitors,
and in order to be at the top, it takes a
great amount of dedication!
My theory was, and still is, the fact
that your airplane is your best buddy.
During all ight sessions, the airplane
needs to help you. As humans, our
emotions continuously change, and it
is often dif cult to perform the same,
day after day. After all, consistency is
the key in competition, and to do this,
the airplane needs to support you in a
contest by being properly set up to cater
to your preferences.
For example, the engine should be
adjusted so that you obtain consistent
power. The airplane should be trimmed
as best it can [be] so you can only focus
on the sequence, not the airplane’s
“bad” ight characteristics. After I spend
a lot of time trimming and setting up
the airplane and engine, I focus on
practicing for the event. About a month
to a month-and-a-half before the event,
I would y every day, double shift! I
would y between three and ve ights
in the morning, and another three to ve
ights in the afternoon. Only heavy rain
would stop me!
Through all of my practice ights, I
would be in a constant search for the
best airplane setup possible. In doing
this, it would result in rather consistent
results, which are extremely important if
you wanted to win a big championshiptype
event. All in all, one excellent ight
would mean nothing if your next ight
was only okay.
JG: What advice can you give to a person
who is looking to participate in competition
aerobatics? How should he or she get
started?
QS: While I may sound like an old guy
by saying this, today things are a lot
easier compared to when I rst began
competing, and yes, I am only 45 years
old! In the past 10 years, the evolution
of the hobby has been incredible.
Technology has changed so much and
become [so] affordable that it is tangible
for most. However, one thing that has
not changed is practice! If someone
is thinking about competing, my best
advice would be to burn either fuel or
watts!
But, be consistent with a plan.
Concentrate on your airplane’s
performance, learn the characteristics of
your model, and spend time setting up
your aircraft. Then, organize a practice
routine and what you hope to achieve
by the end of each practice session.
It is always important to be honest
with yourself and to focus on what is
dif cult for your abilities, and to practice
that over and over again. While we all
have weak areas, recognize [your] area
and work on it!
Lastly, always remember to have fun
and enjoy every moment. At the end of
the day, this is the most important part,
as by doing so you will have a great time
and many great memories!
Closing Thoughts
I hope you have enjoyed this
interview. Being interested in aerobatics,
it is always neat nding out how a
successful pilot, such as Quique, started
out in ying and what his thoughts are
on this fantastic hobby. I believe there
is plenty to learn from such idols and/or
mentors.
Remember, Visit www.ModelAviation.
com for the second half of this column!
Until next time, y hard!
SOURCES:
International Miniature Aerobatic Club (IMAC)
www.mini-iac.com
Waving to the crowd during a demonstration,
