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<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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