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<DIV><FONT face=Arial size=2>Thanks for the insight Don, great info.
</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>I have a question about stall turns and tail wobble
after the 180 deg rotation. What's the best way to prevent the tail wobble, both
in windy and calm situations?</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Thanks,</FONT></DIV>
<DIV><FONT face=Arial size=2>Keith</FONT></DIV>
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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=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> Thursday, August 19, 2004 10:02
PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: Wind correction / wings
level</DIV>
<DIV><BR></DIV>
<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>
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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></BLOCKQUOTE></BODY></HTML>