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<DIV><FONT face=Arial size=2>I use the same technique, depending how Its set
up. I can feel the plane as its going around and can sense the
momentum. If its going to wobble I'll use what Del has described
below. I also use a dual rate switch. I switch to high rate just before
the stall turn and then go back to low rate after the pivot. This provides
a tighter turn and less chance of oscillation. P.P.S. I also use
dual rate like this on my TOC plane. I tried the throttle induced
dual rate when I was flying Futaba, but disabled it, since it effected snaps on
downlines vs uplines (throttle off vs on).</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>As the legendary Steve Stricker once told me when I
asked him how one does a stall turn... he said "well, first you have to do about
a thousand of them..."</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Don</FONT></DIV>
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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=drykert@localnet.com href="mailto:drykert@localnet.com">Del
Rykert</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> Friday, August 20, 2004 7:55
AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: Wind correction / wings
level</DIV>
<DIV><FONT face=Arial size=2></FONT><FONT face=Arial size=2></FONT><BR></DIV>
<DIV><STRONG><FONT face="MS Sans Serif" size=2>Keith ..</FONT></STRONG></DIV>
<DIV><STRONG><FONT face="MS Sans Serif" size=2> I find what
works great is not releasing all the rudder till after plane starts back down
then slowly release the last little bit you held in as it picks up speed.
Works like a charm</FONT></STRONG></DIV>
<DIV><STRONG><FONT face="MS Sans Serif" size=2></FONT></STRONG> </DIV>
<DIV><STRONG><FONT face="MS Sans Serif" size=2>
del
<BR>
NSRCA - 473</FONT></STRONG></DIV>
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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=tkeithb@comcast.net href="mailto:tkeithb@comcast.net">Keith
Black</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> Friday, August 20, 2004 1:06
AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: Wind correction / wings
level</DIV>
<DIV><BR></DIV>
<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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<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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