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<DIV><FONT face=Arial size=2>Ailerons are adjusted continuously. For the
Quique technique, the most dificult transition point is the top of a vertical 8,
with half rolls at the crossover, entering inverted., for example, the Don Lowe
final known.. The high altitude makes it difficult to see the wings (and
difficult to adjust the roll rate to keep the wings constantly
level).</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Comparing notes, for standard loops, like the 2
loops in Sportsman, my technique is to use the following steps:.
At 7 and 5 O'clock points, I adjust the ailerons to "spiral" the plane into
the wind. At the 10 to 2 O'clock positions, I adjust the rudder to
"straighten" the fuselage with respect to the ground. The net
effect? If there were no wind, the plane would be spiraling along the Z
axis (coming in or going out). In the cross-wind however, the plane remains at
exactly the same distance out.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>On vertical lines, I like to slip the plane.
In other words enter the part loop letting the nose come into the wind during
the radius. For example, pullng up on the left side of the box just
let the plane naturally weather vane into the wind during the radius.
Now with the wind blowng from behind, at the completion of the radius, with
no other inputs the plane will follow a track that will find it coming
toward the flight line pretty severely (with respect to the ground). This
is very obvious as a characteristic of smaller planes (you see this a lot
on pull ups going into the stall turn during sportsman). Now, what to do?
As the plane completes the quarter radius, add in right rudder. What the
airplane is doing (if there was no wind at this exact moment) would be slipping
through the vertical line at semi knife edge. However, when you
add in the crosswind component the plane tracks exactly vertical (with respect
to the ground) yet will not drift with the wind. I stress the importance
of rudder-to aileron and rudder-to- elevator mix (knife edge) even in Sportsman
because it will improve your stall turns- yes, knife edge mix (if your
plane needs it) will improve your stall turn scores. </FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Holding a little rudder in until the
stall turn is reached will continue this "slip" all the way to the
apex. At this point, stop the right rudder and ad left
rudder for the stall turn, which makes a clean, very well
presented stall turn maneuver. It took me 22 years to figure this out,
first being at awe when watching Dave Brown do this in a Figure M at the 1983
nationals.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>See you,<BR>Don</FONT></DIV>
<BLOCKQUOTE
style="PADDING-RIGHT: 0px; PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #000000 2px solid; MARGIN-RIGHT: 0px">
<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=Jim_Woodward@beaerospace.com
href="mailto:Jim_Woodward@beaerospace.com">Jim_Woodward@beaerospace.com</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, August 09, 2004 9:12
AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Wind correction / wings
level</DIV>
<DIV><FONT face=Arial size=2></FONT><FONT face=Arial size=2></FONT><FONT
face=Arial size=2></FONT><FONT face=Arial size=2></FONT><FONT face=Arial
size=2></FONT><BR></DIV><BR><FONT face=sans-serif size=2>Hi All,</FONT>
<BR><BR><FONT face=sans-serif size=2>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> <BR><FONT
face=sans-serif size=2>1. Wind correction is supposed to be done while
maintaining wings level.</FONT> <BR><FONT face=sans-serif size=2>2. You
are supposed to use the yaw angle to correct for the wind. </FONT>
<BR><FONT face=sans-serif size=2>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, moves 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> <BR><BR><FONT face=sans-serif size=2>*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> <BR><BR><FONT face=sans-serif
size=2>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> <BR><BR><FONT
face=sans-serif size=2>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> <BR><BR><FONT
face=sans-serif size=2>Any takers?</FONT> <BR><FONT face=sans-serif size=2>Jim
W.</FONT> <BR></BLOCKQUOTE></BODY></HTML>