<br><font size=2 face="sans-serif">Hi All,</font>
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<br><font size=2 face="sans-serif">I think discussion about 1 single maneuver will address everything I sent initially below. P05, Reverse humpty-bump, 2/4 down, 1/2 roll up: Scenario. The wind is blowing 20 mph 90 degrees out. </font>
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<br><font size=2 face="sans-serif">1. Entry; the plane is flying a horizontal inverted track at the top of the box right to left, the fuselage is yawed 10 degrees inward to compensate for the wind. </font>
<br><font size=2 face="sans-serif">2. Entry Radius: Pilot pulls up elevator while simultaneously adding aileron and rudder to transition the plane to a vertically tracked downline, fuselage is angled into the wind to maintain vertical track.</font>
<br><font size=2 face="sans-serif">3. 2/4 is performed maintaining track (still angled in to compensate for the wind)</font>
<br><font size=2 face="sans-serif">4. Bottom radius: The pilot pushes around the bottom adding rudder to maintain track, ailerons to level the wings around the bottom, then opposite rudder to lean "into" the wind on the upline. (obviously, pilot nor judge wants to see banked wings at the bottom this maneuver which would result if no aileron was added due to downline cant/angle of fuselage to maintain track).</font>
<br><font size=2 face="sans-serif">5. 1/2 roll is performed still angled in somewhat.</font>
<br><font size=2 face="sans-serif">6. Pilot switches rudder input to still compensate for the wind on the upline.</font>
<br><font size=2 face="sans-serif">7. Exit radius: Pilot pushes out, using rudder to maintain heading, and aileron to create wings level across the top of the box. Blended in with the exit, the plane is now wings level angled "in" to compensate for the wind, heading into the reverse double I.</font>
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<br><font size=2 face="sans-serif">There is a lot of "flying" going on in the 3 different radii of this maneuver. The wings/plane MUST actually roll to achieve the various "wings-level" positions of the: downlines, bottom radius, upline, and upon exit. Is this amount of "flying" done in the radii simply addressed in the wind correction statements like: "each maneuver must be wind-corrected to preserve the overall geometry"?</font>
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<br><font size=2 face="sans-serif">My contention again is that the plane MUST perform a blended rolling element during the radii to create a cross-wind corrected maneuver. I think the best looking thing to do is move the wings at a rate proportional to the arc of the radii - thus, you don't "see" a discreet aileron fix. A discrete aileron fix at the end of the radii would be a certain queue to downgrade. I believe I've learned the correct way to fly a cross wind condition, but I have not heard anyone really discuss the amount or "flying" going on in the various radii to handle a cross wind condition.</font>
<br><font size=2 face="sans-serif">Thanks,</font>
<br><font size=2 face="sans-serif">Jim W.</font>
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<br><font size=1 color=#800080 face="sans-serif">----- Forwarded by Jim Woodward/BEA on 08/09/2004 01:05 PM -----</font>
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<td><font size=1 face="sans-serif"><b>Jim_Woodward@beaerospace.com</b></font>
<br><font size=1 face="sans-serif">Sent by: discussion-request@nsrca.org</font>
<p><font size=1 face="sans-serif">08/09/2004 09:12 AM</font>
<br><font size=1 face="sans-serif">Please respond to discussion</font>
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<br><font size=1 face="sans-serif"> To: discussion@nsrca.org</font>
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<br><font size=1 face="sans-serif"> Subject: Wind correction / wings level</font></table>
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Hi All,</font><font size=3 face="Times New Roman"> <br>
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I want to bring up a discussion point about wind correction. This may seem obvious to some but I want to ensure I have the right picture in my mind (started thinking about this since Don S. posted his comments about Q.S. flying wind correction in finals, and confirmed during some practice yesterday). </font><font size=3 face="Times New Roman"> </font><font size=2 face="sans-serif"><br>
1. Wind correction is supposed to be done while maintaining wings level.</font><font size=3 face="Times New Roman"> </font><font size=2 face="sans-serif"><br>
2. You are supposed to use the yaw angle to correct for the wind. </font><font size=3 face="Times New Roman"> </font><font size=2 face="sans-serif"><br>
Situation: Pilot is flying a square loop ( at center). Wind is blowing 90 degree out 20 mph. Pilot fly's past center at a some yaw angle in to compensate for the wind blowing out. The pilot pulls a 90 degree radius to a vertical upline. The fuselage is canted in to the wind to compensate for the wind blowing out. *Point of discussion: If the pilot were to pull another 90 degree radius, the wings would become "unlevel" as the plane reaches the top leg of the square loop. *Point of discussion: So, if the pilot is using the correct technique for wind correction (wind correcting force being yaw angle), then every time the pilot creates a radius, you should definitely "see" the ailerons moving the wings through the radius to ensure that as the radius is finished, the wings are level for the next line and the fuselage is yawed for wind correction. Same thing next radiu s; The pilot adds pitch, mov
es the wings, and adds the correct rudder to transform the top of the box line to the next downline (wings level, yawed into the wind), etc. </font><font size=3 face="Times New Roman"> <br>
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*Point of discussion: We spend a lot of time concentrating on wings level for normal pattern flying and usually "any" type of aileron or wing movement is a visual key for a downgrade using the 1 pt / 15 degree rule. However, this is false to accurately judge flying on a windy day. In order to fly in a crosswind, nearly EVERY radius will have some amount of roll induced (and necessary) to ensure that the "lines" can be flown with wings level and in order to utilize yaw as the wind-correcting force. </font><font size=3 face="Times New Roman"> <br>
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That said/ when and how much roll should be used? I would guess that you would want to seamlessly input the pitch, aileron, and rudder so that the plane just appears to go from one wind corrected line to the other magically. What is the judging criteria for inputting a roll function in the radius to ensure the wings stay level & fuselage stays canted (yawed) into the wind from one wind corrected line to another? Should the amount of aileron needed to go from one wind corrected line to another line start and finish corresponding to the actual duration of the radius? What if the pilot only correct s the wing as the plane is nearing the end of the radius, is this some downgrade because the correction was placed near the end of the radius instead of "evenly-througout" the radius?</font><font size=3 face="Times New Roman"> <br>
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I'm sure I'm exaggerating this situation and I am purposefully, to stimulate some talk on the subject. Again, my contention is that for some wind conditions, in order to maintain the overall geometry of the maneuver that there MUST be roll correction during radii to seamlessly move from one wind corrected line to another, and this roll correction should not be downgraded. </font><font size=3 face="Times New Roman"> <br>
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Any takers?</font><font size=3 face="Times New Roman"> </font><font size=2 face="sans-serif"><br>
Jim W.</font><font size=3 face="Times New Roman"> </font>
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