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<DIV><FONT face=Arial size=2>I tend to agree.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>In some cases it seems the amount of break is
being judged--too little an it is a zero. The break can be very slight or
considerable and the snap can be a true snap in either case. It depends on
the airplane set-up, design, attitude (level, upline or downline snap), and
entry speed.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>The snap is the maneuver most open to
interpretation by the judge. While it is up to the pilot to demonstrate the
elements of a maneuver, the pilot should not be obligated to fly to the judges
interpretation of the maneuver (i.e., someone's interpretation of "noticeable
break"--define noticeable, please).</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Andre</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=dflynt@verizon.net href="mailto:dflynt@verizon.net">David Flynt</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 04, 2005 8:04
PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Judging Snaps</DIV>
<DIV><BR></DIV>
<DIV><FONT face=Arial size=2>I have always judged snaps with a simple rule --
if it is not a barrel role, and if the tail describes a helix or cone, then
the plane must be stalled, and therefore it is a snap. I have never
downgraded because the plane is set up with a lot of aileron, so long as the
tail wags, and so long as the nose and tail describe opposing
helixes. I don't see any reference to how fast or slow the plane rolls
with regard to downgrades. To me, a pilot is free (and smart) to set up
their plane such that it loses as little heading as possible in a snap.
</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Am I completely mistaken on this? A
barrel roll is easy to detect. An axial roll is easy to detect. If
it is not a barrel roll, and not an axial roll, then it must be a valid snap,
even if it is subtle and the plane is not buried deeply in a snap. At
least that is my current understanding.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>I'll admit that I don't really understand
the degree at which the plane must "break" in the direction of
snap. Who came up with that idea? What really does that mean, and
how do you measure it? "the nose of the fuselage should show a definite
break in the direction of the snap". Ok, what is definite? At what
point exactly must the aircraft become stalled? It takes time for the
control surfaces to deflect. It does not happen instantaneously.
</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>I think the maneuver is over described and over
analyzed. Its a "rapid autorotation in the pitch, yaw, and roll axes of
flight in a stalled wing attitude." That should be good enough to judge
it. If not, maybe use my definition of judging it.
</FONT><FONT face=Arial size=2>Until I know what a "definite break" is, that's
what I am going to do.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>David
</FONT></DIV></BLOCKQUOTE></BODY></HTML>