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<blockquote style='margin-top:5.0pt;margin-bottom:5.0pt'>
<p class=MsoNormal><font size=2 color=navy face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:navy'><o:p> </o:p></span></font></p>
<p class=MsoNormal><font size=3 face="Times New Roman"><span style='font-size:
12.0pt'><o:p> </o:p></span></font></p>
<p class=MsoNormal><font size=2 color=navy face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:navy'>While at the D4/D5 contest this weekend,
Verne is right, it was faster, and there were no issues on
takeoffs…HOWEVER, there were a few pilots that had trouble landing and
keeping in on the runway at Site 1 in Muncie.<span
style='mso-spacerun:yes'> </span>I don’t know if this was lack of
concentration, yes there was a nasty crosswind, but nothing that should not
have been overcome though.<span style='mso-spacerun:yes'> </span>I would
argue that performing a perfect 10 on landing is every bit as hard as any other
maneuver we do…getting it on the runway may not be, but nailing a landing
with all the criteria is certainly not a given.<span
style='mso-spacerun:yes'> </span>I believe they should be
judged…lets say too pilots score exactly the same on a given flight,
EXCEPT, one nails the landing and the other bounces it 45 feet down the
runway…which pilot REALLY had the better flight.<span
style='mso-spacerun:yes'> </span>If you are in a full scale and have a
great takeoff and flight from LA-NY, and then are killed on landing, was it
really that great of a flight?<o:p></o:p></span></font></p>
<p class=MsoNormal><font size=2 color=navy face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:navy'><o:p> </o:p></span></font></p>
<p class=MsoNormal><font size=2 color=navy face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:navy'>Arch<o:p></o:p></span></font></p>
<p class=MsoNormal><font size=2 color=navy face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:navy'><o:p> </o:p></span></font></p>
<p><font size=3 face="Times New Roman"><span style='font-size:12.0pt'> <o:p></o:p></span></font></p>
<p><font size=3 face="Times New Roman"><span style='font-size:12.0pt'>Ed Deaver
wrote: <o:p></o:p></span></font></p>
<p class=MsoNormal><font size=3 face="Times New Roman"><span style='font-size:
12.0pt'>Have been following this discussion closely. Finally feel
compelled to throw in a different perspective. The question is what defines an
"Aerobatic Manuever(AM)." If we want to look at
this we have to ask, is Straight and Level flight in Sportsman and AM. Is
a vertical line, or a 45 degree line up or down an AM. It is easy to
argue these simple parts of complete manuevers simply aren't AM. However,
we stand up and say, but they build skills, needed to compete better!!!!This is
very true because in other disciplines, the ability to fly wings level and
straight is usually a big standout for what isn't done well. So, back to the
original question, what defines an AM. Lets see, take off, wings level
through out procedure, yes. Control of climb out, yes. Control of
crab to maintain a specific line, on the runway, yes. At a specific
point, wheel up and rate of climb constant, yes. I simply don't see any
difference between the above maneuvers. Landing. Wings level through out
procedure, yes. Control of decent as constant from some point(another
discussion), yes. Touch down within a specific area, to me no different
than centering a manuever on the center poll, yes. Controlled roll out
till manuver completed. So, what defines an AM. In my eyes, TO/L fill the
bill. There is symetry to maintain. There is a wings level
criteria. There is a fly on a specific line, not 150 meters out, but
center of runway. There is a smoothness/gracefullness criteria. I
don't see the difference between trying to center a snap, on a 45 downline over
the poll, fly wings level to start, maintain a line, perform the snap, or
landing in my scenario, complete the line, and finish the manuever. I/m not a
proponent because it has been that way, or just because, but because it really
encompasses everything we strive for at 150 meters also. I have
personally seen a number of people in IMAC, that COULDN'T land their own plane
under certain circumstances because it wasn't required and therfor not striven
towards. Yes, this is scary. I would much rather stand in the
pilots box with a pilot that has the basic understanding that TO/L was a part
of there sequence, and more than likely worked on some. To me this is
actually safer than the non scored scenario. Which way we land may be the
key to settle some arguments. As far as being faster. I'm sorry
here. Again, I have seen pilots not even start up until the other pilot
is off the runway, even though the CD enthusiastically and politely said, C'Mon
lets keep the line moving. It would take a lot of work to get these
pilots to take off and walk to the pilots box, not to mention the danger of
falling tripping, looking down all of a sudden and loosing your plane(Imac
planes are much easier to reaquire in the air visually) Get rid of the
not moving forward rule, but that is all I'm for here. The new rules poll will
indeed be interesting. Hopefully, many are not scorched from the URP
against the membership previous vote, as I know of several NSRCA pilots that
don't believe it is worth filling out. This is due to the proposal, from
NSRCA Admin, against the popular vote. Why take the time when no one will
listen anyway, is the attitude(not mine per se, but others I know) Ed <b><i><span
style='font-weight:bold;font-style:italic'>Jerry Budd <jerry@buddengineering.com></span></i></b>
wrote: <o:p></o:p></span></font></p>
<p class=MsoNormal><font size=2 color=navy face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:navy'><o:p> </o:p></span></font></p>
</blockquote>
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