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<DIV><FONT face=Arial>Don,</FONT></DIV>
<DIV><FONT face=Arial>Great post. I'm sure a lot of folks would like to
read it. Can I use it you know where?</FONT></DIV>
<DIV><FONT face=Arial>Jim</FONT></DIV>
<BLOCKQUOTE dir=ltr
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<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=dszczur@maranatha.net href="mailto:dszczur@maranatha.net">don
szczur</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A title=discussion@nsrca.org
href="mailto:discussion@nsrca.org">discussion@nsrca.org</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Monday, May 12, 2003 9:27 PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: Practicing in Strong
Winds</DIV>
<DIV><BR></DIV>
<DIV><FONT face=Arial>With your .40 size plane in 20+ MPH, its the equivalent
of flying a 2M plane in about 30+, so you are more challenged in the
wind. </FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>Thrust is a big factor. Running 30% in a DZ
helps a lot.</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>One of the biggest counter-intuitive things to do is add
throttle going downwind before a pull up. One would think to keep the
(ground) speed constant, you cut the throttle to quarter or less going
downwind and increase throttle into the wind. But lets take a maneuver
like a cuban 8 entered down wind. If you enter the pullup at quarter
throttle basically the plane has so little (airspeed) that the wind just
pushes the plane downwind and you never make it back to get the half roll
crossover centered on the pole. If, however, you pour the coal to the
fire as you pass the center pole, so you are full speed and lots of energy
before going into the first 5/8 loop, it "carves" the radius, allowing you to
come back at the center pole on the 45 degree line. You also should
start the pull a little sooner than you normally would, to adjust for wind
drift. Crosswind? Where do you start correcting? Before
reaching the center maneuver area. you may have to add a little opposite
rudder to keep it from weather-vaning too much, remembering to ease in
ailerons as its looping around (to keep the wings level, as the crab angle at
one point of a loop segment will put the wings off as the plane comes
around). Similar issue for the F03 thing with the zip-tie figure (last
maneuver) adding throttle as the thing is coming down on the long 45 degree
line is counter-intuitive but helps keep the "line" at 45 while minimizing
wind drift.</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>A story- One of my best wind corrected flights ever, in
fact my most skilled flight ever in the wind, perfect wind correction, was my
worst scored rounds in the 1996 Nationals. See, prior in that round, the
wind was calm so I lowered the nitro to get a nice slow, smooth
presentation. When I was in ready box 2 the wind picked up- by the
time Dean Koger was half way through his flight, the incoming front
(thunderstorm) was blowing about 15 straight in. I went up and put on a
show. All my lines were fully wind corrected, sometimes 20 to 30
degrees. I was so proud of the fact that I was able to wind correct and
still maintain geometry and distance out throught my flight. How did it
score? Lets just say I went to the hotel that night and did some hard
thinking. What I realized was that a plane that only has to correct 5 to
10 degrees will present much better than one 20 to 30 degrees. It
presents better and actually makes it easier, particularly in the loops and
radius segments. How to reduce the wind correction? Power and
energy management.</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>Final hint for the day, stall turn. Wish I could
collect a dollar for each of the folks I coach whose maneuver score
improves by more than 2 points in a crosswind. Ever see a plane do a stall
turn in a cross wind as if there isn't any? Three things to do. First
you tilt the plane into the wind as you pull up into the quarter loop.
This wind correction is almost not discernable. As it completes the
quarter loop, add a touch of opposite direction rudder (to staighten the
plane). Remember you are at max power here to minimize the crab.
As you approach the end of the desired vertical line, reduce the throttle
quicker than you normally do, but ease in, thats right, more opposite
rudder. Now not so much rudder that the plane starts getting
pushed by the wind, but just enough to minimize the (natural crab angle) that
planes develop when flying a (ground reference) vertical line. When the
airplane stalls you let go of the opposite rudder and ease in the same rudder
for a nice clean stall turn into the wind. Now here is the
clincher. Add a click or three of throttle over the top as it comes
around. Under normal circumstances, it would cause a major downgrade
with more than 1 1/2 wingspans, but in the crosswind the plane (with respect
to the ground) does virtually a pivot on its axis.</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>10's,</FONT></DIV>
<DIV><FONT face=Arial>Don</FONT></DIV></BLOCKQUOTE></BODY></HTML>