Aerobatic-Archive.digest.vol-ac

October 10, 2003 - June 09, 2005



From: "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us>
Subject: Re: One Design builders?
Get hold of Todd Jirsa or Greg Inman both built and compete in OD. Both hangared at Longmont, CO (2V2) >>> ronc(at)metropolisdesign.com 9/24/2003 2:16:03 PM >>> Hi Aerobatic nuts I am a new One Design builder and am looking to hook up with other OD builders for mutual exchange/support/questions etc. Are there any OD guys on this list? Currently I fly a Harmon Rocket II which I completed in '99. Ron Carter Metropolis Design ronc(at)metropolisdesign.com 900 North 400 West, Bldg 13, North Salt Lake, Utah, 84054 - (801) 298-0406 ________________________________________________________________________________
From: "Mark Todd" <motodd(at)worldnet.att.net>
Subject: Acro Pilots with LASIK- help
Date: Oct 10, 2003
Fellow aerobatic pilots, I'm looking for aerobatics pilots who have had LASIK eye surgery and are willing to share their personal experience, good and bad. I know there's quite a few of us out there and the Air Force needs your experience. Dr. Les Folio is the Chief of the Science and Technology Division, US Air Force Modernization Directorate, and he's trying to gather info to be used in their decision making process. He's mainly interested in guys pulling serious G's, and would like to hear about your post-LASIK overall vision quality, night vision, any downsides to your flying, etc. You can reply to me, or contact Dr. Folio directly at les.folio(at)pentagon.af.mil BTW, no fair blaming all of your torqued hammerheads, segmented loops or over-rotated snaps on your LASIK surgery. I already tried that.... Mark -----Original Message----- From: owner-aerobatic-list-server(at)matronics.com [mailto:owner-aerobatic-list-server(at)matronics.com] On Behalf Of Aerobatic-List Digest Server Subject: Aerobatic-List Digest: 0 Msgs - 10/09/03 * ================================================== Online Versions of Today's List Digest Archive ================================================== Today's complete Aerobatic-List Digest can be also be found in either of the two Web Links listed below. The .html file includes the Digest formatted in HTML for viewing with a web browser and features Hyperlinked Indexes and Message Navigation. The .txt file includes the plain ASCII version of the Aerobatic-List Digest and can be viewed with a generic text editor such as Notepad or with a web browser. HTML Version: http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.200 3-10-09.html Text Version: http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.200 3-10-09.txt ================================================ EMail Version of Today's List Digest Archive ================================================ Aerobatic-List Digest Archive --- Total Messages Posted Thu 10/09/03: 0 Today's Message Index: ---------------------- == direct advertising on the Matronics Forums. == http://www.matronics.com/trouble-report == == ________________________________________________________________________________
Date: Oct 31, 2003
From: Matt Dralle <dralle(at)matronics.com>
Subject: All New Matronics Email List Online Chat!!!
Hi Listers! A number of Listers have been asking for some Matronics Email List online chat and NOW ITS HERE! Over the last couple of days I've set up a nifty web-based Chat site here on the Matronics systems. No special programs to download; all you need is a late model web browser like Internet Explorer or Netscape with a java plugin. I would recommend downloading the latest Java plugin if you experience any problems getting the page to come up. Here's a link to the Sun Java download website. http://java.com/en/index.jsp Look for the green box with the yellow arrow in the upper right corner. Before you bother, though, just try you browser because it'll probably just work. Each Email List on Matronics has its own "Room" and all rooms can easily be accessed from the same client. In the Email List URL Trailer at the bottom of each List message, you'll find the Link to this List's specific Chat Room. Just click on the Link, and then type in your name or email address in the User Name box. Try to use a name or email address that the other Listers know you by. You'll find me lurking around the various List chat rooms as "MattDralle". There's a couple of nifty features I'll explain right off. On the main Chat Window page after you login, you'll see a little icon with a Hammer and a Screwdriver. This is the Control Panel window. Once the Control Panel comes up, click on the "Settings" tab. Here you'll find, among other things, three check boxes to enable sound. Click all three and you'll be treated to a sound whenever someone enters or leaves the Room, or when someone sends a message. The other cool button is the one that has four little arrows pointing to each of the four corners of the button. This will rip the main Chat window from the web page and allow you to resize and move it anyway you'd like. Let's have some fun and get to know one another better using this awesome new Chat Room! To get started, just click the URL Link below for this List's specific Chat Room! Best regards, Matt Dralle Matronics Email List Admin PS - I'm working on a web link interface to the chat logfiles. Coming soon... ________________________________________________________________________________
Date: Nov 01, 2003
From: Matt Dralle <dralle(at)matronics.com>
Subject: 2003 List Fund Raiser - Please Support Your Lists...
Dear Listers, During November of each year, I have a voluntary Email List Fund Raiser to support the continued operation, development, maintenance and upgrade of the Email Forums sponsored here. Your Contributions go directly into improvements in the systems that support the Lists and to pay for the Internet connectivity primarily dedicated to supporting the Lists. The traffic on the Lists continues to grow and the numbers are nothing short of impressive! Here are some statistics that show how much traffic the Lists generated this year alone: * 11/01/2002 - 10/31/2003 o Web server hits: 10,446,780 (870,565/mo) o Incoming Email Posts: 58,918 (4,909/mo) List-related upgrades this year have been plentiful, and List performance has substantially improved as a result. Upgrades and enhancements this year have included: * Internet Connection upgrade to a full, commercial-grade T1 Line! * New Web Server platform - Dual 3Ghz Xeon with 2Gb Ram and U320 SCSI! * Upgrade of Email Server platform - Dual 1.7 Ghz Xeon with 1Gb Ram! * All new SPAM Filtering Appliance - filters about 98% of the unwanted SPAM! * All new, web-base List Chat Room society! As you can well imagine, this year's upgrades translate into a fair amount of cash outlay on my part and this annual List Fund Raiser is the sole means by which I fund these upgrades. Unlike most of the other "list servers" on the Web these days, I have a strict *no-commercial-advertisement policy* on the Matronics Lists and associated List web sites. I was again approached by a number of vendors recently with advertising deals that have been very tempting. My commitment to providing a grass-roots, non-commercial environment prevailed, however! Commercialism on the Internet seems to be increasing exponentially every year, with more and more SPAM and pop up ads, not to mention the ever increasing Virus attacks. My goal with the Matronics List Service is to provide all members with a commercial-free, virus-free, and high-performance system with which the may share information, ideas, and camaraderie. The best news this year is that, with the gracious help of Andy Gold and The Builder's Bookstore ( http://www.buildersbooks.com ), I have been able to significantly expand the lineup of fantastic Gift offers to support the List Fund Raiser! In all, there are eight awesome free gifts this year ranging from List Archive CD's to Flight Computers with qualifying Contribution levels. Those great Jeppesen Flight Bags that were so popular last year are even back! A special thanks goes out to Andy Gold again this year for his very kind and generous support of the Lists. Thanks Andy, for these great incentives!! Over the next month I'll be posting a few reminder messages about the List Fund Raiser, and I ask for your patience and understanding during the process. Remember that the Lists are *completely* funded through the generous Contributions of its members. That's it! There's no support from a bloated advertising budget or deep pockets somewhere. Its all made possible through YOUR thoughtful and generous support! To make your List Contribution using a Visa or MasterCard, PalPal, or with a personal check, please go to the URL link below. Here you can find additional details on this year's great free Gifts as well as information on the various methods of payment. Contributions in the $20, $30, $50, $75, and $100 range are common. The Contribution web page is kind of long this year with the details of each of the gifts, so please scroll all the way down! SSL Secure Contribution Web Site: http://www.matronics.com/contributions I would like to thank everyone who supports the Lists this year! Your Contributions truly make it all possible!! Thank you!! Matt Dralle Matronics Email List Administrator Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft ________________________________________________________________________________
From: "Mark Schrick" <schrick(at)pacbell.net>
Subject: Un-subscribe from AEROBATIC-List
Date: Nov 02, 2003
-----Original Message----- From: owner-aerobatic-list-server(at)matronics.com [mailto:owner-aerobatic-list-server(at)matronics.com]On Behalf Of Aerobatic-List Digest Server Subject: Aerobatic-List Digest: 1 Msgs - 11/01/03 * ================================================== Online Versions of Today's List Digest Archive ================================================== Today's complete Aerobatic-List Digest can be also be found in either of the two Web Links listed below. The .html file includes the Digest formatted in HTML for viewing with a web browser and features Hyperlinked Indexes and Message Navigation. The .txt file includes the plain ASCII version of the Aerobatic-List Digest and can be viewed with a generic text editor such as Notepad or with a web browser. HTML Version: http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2003-11 -01.html Text Version: http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2003-11 -01.txt ================================================ EMail Version of Today's List Digest Archive ================================================ Aerobatic-List Digest Archive --- Total Messages Posted Sat 11/01/03: 1 Today's Message Index: ---------------------- 1. 01:39 PM - 2003 List Fund Raiser - Please Support Your Lists... (Matt Dralle) ________________________________ Message 1 _____________________________________ From: Matt Dralle <dralle(at)matronics.com> Subject: Aerobatic-List: 2003 List Fund Raiser - Please Support Your Lists... Dear Listers, During November of each year, I have a voluntary Email List Fund Raiser to support the continued operation, development, maintenance and upgrade of the Email Forums sponsored here. Your Contributions go directly into improvements in the systems that support the Lists and to pay for the Internet connectivity primarily dedicated to supporting the Lists. The traffic on the Lists continues to grow and the numbers are nothing short of impressive! Here are some statistics that show how much traffic the Lists generated this year alone: * 11/01/2002 - 10/31/2003 o Web server hits: 10,446,780 (870,565/mo) o Incoming Email Posts: 58,918 (4,909/mo) List-related upgrades this year have been plentiful, and List performance has substantially improved as a result. Upgrades and enhancements this year have included: * Internet Connection upgrade to a full, commercial-grade T1 Line! * New Web Server platform - Dual 3Ghz Xeon with 2Gb Ram and U320 SCSI! * Upgrade of Email Server platform - Dual 1.7 Ghz Xeon with 1Gb Ram! * All new SPAM Filtering Appliance - filters about 98% of the SPAM! * All new, web-base List Chat Room society! As you can well imagine, this year's upgrades translate into a fair amount of cash outlay on my part and this annual List Fund Raiser is the sole means by which I fund these upgrades. Unlike most of the other "list servers" on the Web these days, I have a strict *no-commercial-advertisement policy* on the Matronics Lists and associated List web sites. I was again approached by a number of vendors recently with advertising deals that have been very tempting. My commitment to providing a grass-roots, non-commercial environment prevailed, however! Commercialism on the Internet seems to be increasing exponentially every year, with more and more SPAM and pop up ads, not to mention the ever increasing Virus attacks. My goal with the Matronics List Service is to provide all members with a commercial-free, virus-free, and high-performance system with which the may share information, ideas, and camaraderie. The best news this year is that, with the gracious help of Andy Gold and The Builder's Bookstore ( http://www.buildersbooks.com ), I have been able to significantly expand the lineup of fantastic Gift offers to support the List Fund Raiser! In all, there are eight awesome free gifts this year ranging from List Archive CD's to Flight Computers with qualifying Contribution levels. Those great Jeppesen Flight Bags that were so popular last year are even back! A special thanks goes out to Andy Gold again this year for his very kind and generous support of the Lists. Thanks Andy, for these great incentives!! Over the next month I'll be posting a few reminder messages about the List Fund Raiser, and I ask for your patience and understanding during the process. Remember that the Lists are *completely* funded through the generous Contributions of its members. That's it! There's no support from a bloated advertising budget or deep pockets somewhere. Its all made possible through YOUR thoughtful and generous support! To make your List Contribution using a Visa or MasterCard, PalPal, or with a personal check, please go to the URL link below. Here you can find additional details on this year's great free Gifts as well as information on the various methods of payment. Contributions in the $20, $30, $50, $75, and $100 range are common. The Contribution web page is kind of long this year with the details of each of the gifts, so please scroll all the way down! SSL Secure Contribution Web Site: http://www.matronics.com/contributions I would like to thank everyone who supports the Lists this year! Your Contributions truly make it all possible!! Thank you!! Matt Dralle Matronics Email List Administrator Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft ________________________________________________________________________________
Date: Nov 05, 2003
From: Matt Dralle <dralle(at)matronics.com>
Subject: List Fund Raiser - Wow, Have You Seen The Free Gifts?
Dear Listers, The List Fund Raiser is going well so far this year and I wanted to say "Thank You" to everyone that has made a Contribution already this year! Though the generous support of Andy Gold and the Builders Bookstore ( http://www.buildersbooks.com ), I'm able to offer some truly awesome gifts with qualifying Contributions this year. There's quite a line up and a rather diverse set of options - certainly something for every taste and personality. Here's a list of this year's fine options: * List Archive CD * Aircraft Builder's Log * Pilot Flashlight System * Pro Pilot Logbook * FAR/AIM on CD * Jeppesen Flight Bag * Aviation History Book * Techstar Flight Computer Please support your Email List Community AND pick up a really slick Gift at the same time! The SSL Secure Contribution web site can be found at the following URL: http://www.matronics.com/contributions Once again, I would like to thank everyone that has so generously supported the continued operation and upgrade of the Lists Services here on the Matronics servers!! Thank you! Matt Dralle Matronics Email List Administrator Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft ________________________________________________________________________________
Date: Nov 05, 2003
From: A K <www555ru(at)yahoo.com>
Subject: Yak-52 pilots Guidebook written in Russian available
X-ASG-Orig-Subj":Yak-52.pilot\222s.Guidebook.wri...@matronics.com Dear Sirs! I have Yak-52 pilot's Guidebook written in Russian (A.E. Korovin ''Yak-52 posobie letchiku'' , Moscow, DOSAAF USSR, 1987). It's good, illustrated edition, 120 color pages of A4 format. I have some scannered page samples to show what it is. I can send you CD copy of this book for $350 (shipment included). Sincerely, Alexandr Kiosse Moldova +373 691 797 54 www555ru(at)yahoo.com __________________________________ ________________________________________________________________________________
From: Lenleg(at)aol.com
Date: Nov 06, 2003
Subject: Instruments for Sale
pietenpol-list(at)matronics.com, commander-list(at)matronics.com, aerobatic-list(at)matronics.com, europa-list(at)matronics.com I have the following for sale: RC Allen Electric Attitude Indicator with 8 degree tilt, 14V, approx. 75hrs RC Allen Electric Direction Gyro, 14V, 150 hrs, Both instruments are in my RV-8A still flying. Been flying in my plane for 1 year. Instruments retail for $1895 each. Make an offer off list. Please respond direct to: lenleg(at)aol.com Len Leggette, RV-8A Greensboro, NC N910LL ________________________________________________________________________________
Date: Nov 10, 2003
From: Matt Dralle <dralle(at)matronics.com>
Subject: WLAS...
Dear Listers, Below are some of the nice things people have been saying about the Lists in that little message box on the Contribution form! Thank you to everyone that has made a Contribution thus far and for all the great feedback! Please know that I really appreciate the comments and support!! If you haven't yet shown your support for these Lists, won't you take a moment and make your Contribution today? The Matronics Lists are always Commercial-Free, SPAM-Free, Virus-Free, and High-performance and its your direct support through this yearly Fund Raiser that enables all of these valuable services you've come to expect. Thank you for your Contribution!! SSL Secure Web Site - http://www.matronics.com/contribution Matt Dralle EMail List Administrator ================================================================ =================== What Listers Are Saying ==================== ================================================================ You provide a service to us kit builders that cannot be measured. -Clifford M. ...great service to the aviation community. -Curt R. Thanks for being there - your List has really been of help. -Thomas R. Your lists have been most helpful to my RV-9A project. -Dean V. ...has been a great help to me. -Jim N. ..."must-have" for RV builders and pilots. -Douglas W. I find something every day on the List that helps me in my project. -Ron P. ...very valuable! -Patrick L. Don't know that I could have persevered and succeeded without the List. -Curt R. ...service continues to be awesome and is one of the most helpful resources for homebuilding that I have ever found. -Jim H. The information and hours of entertainment many of us derive from the Lists is priceless. -Chris R. I learn a lot about my [aircraft] through the Lists... - Lee P. Great source of education and entertainment. Love it!!! -Lar B. Great List & very well organized. -Peter D. I couldn't build my [airplane] without this List. -William G. The List is an important part of my daily routine. -Roger H. ...incredible resource. -Ron P. Excellent facility. -David M. ...unmatched service to all builders and flyers. -Ralph C. Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft ________________________________________________________________________________
Date: Nov 14, 2003
From: Matt Dralle <dralle(at)matronics.com>
Subject: [PLEASE READ] - Why Do I Have A Fund Raiser Each Year?
Dear Listers, I was thinking that perhaps I should explain why I have a Fund Raiser and also take the opportunity to express why I think the List Services here provide a far better experience than the commercial equivalents. I use the List Fund Raiser each year to offset the costs involved with running a high performance email list site such as this one. With the annual support from the List members through the PBS-like Fund Raiser, I have found I can run the entire site without having to inflect any of the members with those annoying banner ads flashing up all the time trying to sell Toner Cartridge Refills or other garbage nobody wants or needs. From the comments I've received over the years regarding the Lists, the great majority of the members really appreciate the non-commercialism of my List systems and don't mind my 'go-team-go' banter once a year to encourage members to support the Lists. I believe that the Lists services that I provide here offer a great many benefits over the commercial equivalents in a number of ways. The first feature I believe to be particularly significant is that you *cannot* receive a computer v*rus from any of my Lists directly. I've been on a few other List servers and have been unfortunate enough to download infected files people have innocently or not-so-innocently included with their posts. This just can't happen with my Lists; each incoming message is filtered and attachments stripped off prior to posting. I provide a Photo and File Share feature that allows members to share files and bitmaps with other members and everyone can be assured that these files will be prescanned for any sort of v*rus before they are posted. Safe and simple. Also, with this photo and file sharing technique, the Archives don't get loaded up with a huge amounts of bitmap "data" that slows the Archive Search times. Another feature of this system is the extensive List Archives that are available for download, browsing, and searching. The Archives go all the way back to the very beginning of each List and with the super fast Search Engine, the huge size of the Archives is a non-issue in quickly finding the data you're looking for. Another feature of the Archives, in my opinion, is that they have been primarily stripped of all the useless email header data and all the other header garbage that seems to build up in a typical email thread. I have received an extremely positive response from Listers regarding the List Browse feature and the consensus is that the format and ease of use is outstanding. Members report that having the previous 7 days worth of messages on line for easy browsing and sorting is hugely beneficial. And again, as with the real time distribution of List email, the messages are stripped of all the unnecessary email headers and potentially dangerous v*ruses. I've been running email Lists and services under the matronics.com domain since about 1989 starting with RV-List and 30 guys who I knew and who where also building RVs. It has grown into over 40 different aviation-related Email Lists and an associated web site that receives over 10,000,000 hits each year!! Additionally, the List email system forwards well over 90,000,000 (yes, that 90 MILLION) email messages to subscribers each year! With all the dot.bombs these days, I think there's a lot of value in supporting a service that has gone the long haul and is still providing and improving a high quality service at a price that's nearly free. I have to admit running these Lists is a labor of love and I hope it shows in the quality of the experience that you receive when you get a List Email Message, Search the Archives, or use the List Browser. The Lists will be here for a long time to come. If you just want to lurk a while for free, that's great and I encourage you to do so. If you use, appreciate, and receive value from these Lists, then please support them during the Annual List Fund Raiser! ----------------------------------------------- The SSL Secure Web Site: http://www.matronics.com/contribution ----------------------------------------------- Thank you, Matt Dralle Email List Administrator ________________________________________________________________________________
Date: Nov 28, 2003
From: Matt Dralle <dralle(at)matronics.com>
Subject: What Listers Are Saying III
________________________________________________________________________________
From: "C. Rabaut" <crabaut(at)coalinga.com>
, , , "" ,
Subject: I made a donation & I'm registering as a Marrow donor
Date: Jan 05, 2004
Okay Guys (and Gals), Donating was the EASY part (you can do it too, it will only hurt when my wife aka "my banker" finds out). I also did some soul searching, cuz' it's gonna take a lot of time & traveling, but I decided I'm gonna be tested as a donor. I just registered and now I wait to get an appointment to be tested. I gotta go up to Stanford Medical Center (it's the closest donor center to me) and I'll let you all know how it goes. I hope some other folks will consider taking the plunge, either donating $ or becoming a blood/marrow donor or both... ya'll know it's for good/deserving people. check out http://www.marrow.org/HELP/join_the_registry.html or www.transplants.org Take Care and Take Air my friends, Chuck ________________________________________________________________________________
From: "Dario Cesar Bega Rodriguez" <begarodriguez(at)hotmail.com>
Date: Feb 16, 2004
unsubscrribe http://messenger.latam.msn.com/ ________________________________________________________________________________
From: dralle(at)matronics.com (Matt Dralle)
Date: Mar 03, 2004
DNA: not not archive
Subject: [PLEASE READ] Virus Laden Spam Purports To Be From Matronics...
Dear Listers, First let me say that I normally don't condone the sharing of warnings about Internet viruses on the Matronics Email Lists. I don't want to start a storm of discussion regarding computer viruses on the Lists, so please just note the information below and refrain from commenting to the List. The circumstances I describe below are disturbing enough that I felt an explanation is necessary. That being said... There is a new email-bourne virus running rampant on the Internet that is cleverly disguising itself as legitimate email warning of such things as: "your email account is disabled because of unauthorized access" "Some of our clients complained about the spam (negative e-mail content) outgoing from your e-mail account" "Probably, you have been infected by a proxy-relay trojan server. In order to keep your computer safe, follow the instructions." "Our main mailing server will be temporary unavailable for next two days, to continue receiving mail in these days you have to configure our free auto-forwarding service." All of these messages include an attachment that you are instructed to click upon to "Get more information", "clean the virus from your system", or "check your system for infections". These enclosures all contain a virus that will infect your system and propagate even more copies of the original message. The disturbing part of these messages is that they appear to be coming from very legitimate addresses and have very legitimate, convincing dialog. For example, I have received a number of them today that appear to be from "support(at)matronics.com", "management(at)matronics.com", "administration(at)matronics.com", and "staff(at)matronics.com". The text of the messages seems believable enough, and given the forged source address, seem even more legitimate. Please be assured that no one at Matronics.com will be sending you these kinds of messages. If you receive one, it is a spam/virus that has forged headers and was sent to you from someone other than Matronics. Delete the message and the attachment promptly. Invest in a copy of Norton Antivirus and keep the definitions up dated on a daily basis. Again, I want to stress that I *DO NOT* want a big discussion of viruses on the Matronics Email Lists. Please do not reply to this email with any comments. You may write to me directly at dralle(at)matronics.com if you wish, but do not include the List. Since many of these appear to come from matronics.com, I wanted to assure everyone that Matronics wasn't the real source of these messages. Let's be careful out there and keep those virus definitions up to date! Today alone, the Matronics spam filter and virus blocking appliance has filtered out 11,550 spam messages and 375 viruses! That's just in an 18 hour period! Best regards, Matt Dralle Matronics Email List Administrator -- Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551 925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft ________________________________________________________________________________
From: "Cory Emberson" <bootless(at)earthlink.net>
Subject: Santa Maria CA Fly-In (April 30-May 2)
Date: Mar 28, 2004
Hello everyone! With Matt Dralle's blessing (thank you, Matt!), I'm pleased to post this announcement for a terrific aviation fly-in weekend. SMXgig (in Santa Maria, CA) has become the year's largest face-to-face get-together of electronically networked aviators. We hope you'll plan to attend because we expect this year's gig to be the best ever. People come from all over the country (and sometimes overseas) to attend, and most of the sessions qualify for FAA Wings cards. The dates are 4/30-5/2/04 (Friday-Sunday) - it's a lot of fun, and a great chance for pilots from all over to mingle and share aviation stories, ideas, etc. The announcement below contains most of the crucial information, and you can get the rest from the website (www.smxgig.org). If you have any questions at all, just let me know, and thanks! ~~Cory Emberson KHWD >>> NOTICE TO AIRMEN! <<< Announcing the Sixteenth Annual SMXgig to be held on April 30 - May 2, 2004 at the Radisson on the Santa Maria (CA) Airport (aka SMX) www.smxgig.org SMXgig will be April 30 - May 2, 2004, at the Santa Maria Radisson. This year, our featured speaker after Friday night's dinner will be Rod Machado! "MACH 2 WITH MACHADO" is the byline Rod Machado has earned for his rapid fire delivery at his lively safety seminars and keynote speeches. His programs are information-packed, energetic, and humorous. He has spoken in all fifty of the United States and in Europe sharing his fresh approach to aviation education. If you can make it, please do. It's going to be pretty special. More information and the announcement/ registration info is available at www.smxgig.org You may also contact me by email at: cory(at)smxgig.org. All technical sessions will be held in the Enterprise Ballroom at the SMX Radisson. Each session will last about an hour. We schedule four tech sessions on Saturday morning, and four on Sunday morning. Most of the speakers are set (I'm still firming up a couple of slots - I'm working on a session about Experimentals): MIKE BUSCH - The Art and Science of Troubleshooting Your A frequently, that person is you. That's particularly true of problems that occur only in-flight and/or are intermittent. This session offers methodology for troubleshooting aimed at aircraft owners who aren't A&Ps. ED WILLIAMS - GPS - How It Works, and How to Work It Ed is a nuclear physicist working at Lawrence Livermore Labs. Ed does a remarkable job of making physics phun! BRENT BLUE, M.D. - Pilot Medicals: How to Avoid Problems with the FAA Brent is an AME Advocate, who specializes in helping the tough cases renew their medicals. He's a former member of EAA's medical advisory committee. DOUG RITTER - Equipping Yourself To Survive - Personal Survival Gear for Pilots Doug is a survival evangelist, personally driven to help pilots live through whatever comes next. www.equipped.org PAUL MILLNER - The Future of Avgas Paul works with ChevronTexaco, and is right in the middle of the industry developments regarding our fuel of choice. MARY DUFFY & UWE LEMKE - Flying in Europe Mary and Uwe are a Scot and a German who live in the San Francisco Bay Area, but return "home" often. As always, each qualifying session will get you a WINGS Safety Session card. Our Saturday evening event should be a delicious one! At 5:45 p.m., the BFUB (Big Fat Ugly Bus) will arrive at the Santa Maria Radisson to bring us to the Far Western Tavern for dinner in beautiful Guadalupe (www.farwesterntavern.com). DOLLARS AND CENTS Just as in previous years, there will be one flat all-encompassing "gig" fee that covers all events that involve significant out-of-pocket costs for the organizers. The fee is $160 per person, and will cover: - Friday afternoon welcome party - Friday evening dinner banquet - Saturday and Sunday tech sessions - Saturday afternoon lunch - Saturday evening dinner at the Far Western Tavern in Guadalupe - Meeting rooms and coffee service at the Santa Maria Radisson - Transportation to (and from) the Far Western Tavern Lodging at the SMX Radisson will cost $89.00/night for either a single or double room, which is far below the regular hotel room rate. Be sure you check in as a SMXgig attendee and get the special rate. We have our definitive preference listed with the hotel for rampside rooms - early registration can only help, but of course, the rampside rooms are subject to availability depending on how many existing guests are in those rooms. You do not need to register with the hotel - just give me your preferences, and I will take care of the reservations. Important: This year, our final rooming lists are due to the hotel on April 11, 2004 (the even of Sun 'n Fun), which will guarantee space and the group rate. The hotel will accept additional room reservations after that, on a space- and rate-available basis. They will try their best to accommodate us after that date, but the hotel is already sold out for the weekend. The website (www.smxgig.org) has detailed information about the schedule, meals, hotel accommodations, and online registration. If you'd like your own announcement/registration emailed to you, or have any other questions, just let me know. (cory(at)smxgig.org or bootless(at)earthlink.net ). Thanks, and see you there! best, Cory Emberson ________________________________________________________________________________
From: Russell Johnson <entec1(at)pld.com>
Subject: You`ve got 1 VoiceMessage!
Date: - - - , 20-
Dear Customer! You`ve got 1 VoiceMessage from voicemessage.com website! You can listen your Virtual VoiceMessage at the following link: http://virt.voicemessage.com/index.listen.php2=35affv or by clicking the attached link. Send VoiceMessage! Try our new virtual VoiceMessage Empire! Best regards: SNAF.Team (R). ________________________________________________________________________________
Date: Jul 01, 2004
From: "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us>
Subject: SU-29 air bottle
Akro dudes My Sukhoi-29 has a pinhole leak in bottom of it's air bottle. Any ideas how to get R&R done without removing the whole empennage? Any mods for a different bottle that will fit back in without cutting and chopping on my -29? No SWT this year, darn. Any help is very appreciated, thanks. Rick B 55SU ________________________________________________________________________________
From: "Mark Jefferies YAK UK Ltd" <mark.j(at)yakuk.com>
Subject: European results after Q
Date: Jul 25, 2004
Qualification results for European aerobatic championships. A couple of USA entries qualifying for next years worlds in Spain. regards, mark Jefferies This link will keep you unto date at all times http://www.eac2004.lt/results/results_q.php Rank Pilot Country Q program. pp % 1 Michail Mamistov RUS 3061.4964 85.04 2 Sergey Rakhmanin RUS 3035.3316 84.31 3 Oleg Shpolyanskiy RUS 2955.2814 82.09 4 Eddy Dussau FRA 2952.5844 82.02 5 Victor Chmal RUS 2949.4070 81.93 6 Svetlana Fedorenko RUS 2945.0611 81.81 - Michael Racy IND 2874.9642 79.86 7 Jean-Michel Delorme FRA 2846.9089 79.08 8 Laurent Narjoux FRA 2838.1574 78.84 9 Nicolas Ivanoff FRA 2837.7658 78.83 10 Vytautas Lapenas LTU 2836.3241 78.79 11 Antanas Marciukaitis LTU 2833.6964 78.71 12 Stephane Chantre FRA 2822.1025 78.39 13 Pierre Marmy SUI 2808.0743 78.00 14 Thomas William Cassells GBR 2785.4060 77.37 15 Elena Klimovich RUS 2783.4122 77.32 16 Klaus Schrodt GER 2777.1216 77.14 17 Pascale Alajouanine FRA 2750.7794 76.41 18 Larisa Radosteva RUS 2734.5117 75.96 - David Martin IND 2729.6789 75.82 19 Mark Jefferies GBR 2688.4057 74.68 20 Gerald Cooper GBR 2681.2496 74.48 21 Valentina Drokina RUS 2672.3705 74.23 22 Mattieu Roulet FRA 2665.0087 74.03 23 Maurizio Costa ITA 2664.2331 74.01 24 Petras Jurgionis LTU 2649.6606 73.60 25 Paolo Zoppi ITA 2646.4449 73.51 26 Vladimir Popov RUS 2631.1040 73.09 27 Kathel Boulanger FRA 2630.5397 73.07 28 Nick Onn GBR 2622.4658 72.85 - Robert Armstrong IND 2575.5285 71.54 29 Anselmo Gamez ESP 2571.4383 71.43 30 Hanspeter Rohner SUI 2567.2272 71.31 31 Elena Corte ITA 2542.1398 70.61 32 Robert Kowalik POL 2513.5879 69.82 33 Juan Velarde ESP 2511.3002 69.76 34 Sergio Pla ESP 2498.2365 69.40 35 Guido Giraudo ITA 2460.0437 68.33 36 Sergio Dallan ITA 2456.5220 68.24 37 Juan Socias ESP 2443.8768 67.89 38 Val Rahmani GBR 2390.9906 66.42 39 Francesco Fornabaio ITA 2362.9485 65.64 40 Irene Pasini ITA 2347.6105 65.21 41 Kester Scrope GBR 2160.7051 60.02 ----- Original Message ----- From: "Aerobatic-List Digest Server" <aerobatic-list-digest(at)matronics.com> Subject: Aerobatic-List Digest: 0 Msgs - 07/24/04 > * > > ================================================== > Online Versions of Today's List Digest Archive > ================================================== > > Today's complete Aerobatic-List Digest can be also be found in either > of the two Web Links listed below. The .html file includes the Digest > formatted in HTML for viewing with a web browser and features Hyperlinked > Indexes and Message Navigation. The .txt file includes the plain ASCII > version of the Aerobatic-List Digest and can be viewed with a generic > text editor such as Notepad or with a web browser. > > HTML Version: > > http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2004-07-24.html > > Text Version: > > http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2004-07-24.txt > > > ================================================ > EMail Version of Today's List Digest Archive > ================================================ > > > Aerobatic-List Digest Archive > --- > Total Messages Posted Sat 07/24/04: 0 > > > Today's Message Index: > ---------------------- > > ________________________________________________________________________________
From: "Mark Jefferies YAK UK Ltd" <mark.j(at)yakuk.com>
Subject: results
Date: Jul 27, 2004
A good show from your chaps!! Free programme results Provisional scores. Official at 20:40 (local time, GMT+2). Male ranking Rank Pilot Country Q program. pp % 1 Jean-Michel Delorme FRA 4540.6545 94.60 2 Michail Mamistov RUS 4510.2923 93.96 3 Victor Chmal RUS 4498.1530 93.71 4 Laurent Narjoux FRA 4495.5194 93.66 5 Oleg Shpolyanskiy RUS 4484.4029 93.43 6 Sergey Rakhmanin RUS 4466.8843 93.06 7 Eddy Dussau FRA 4387.0775 91.40 - Michael Racy USA 4359.2701 90.82 8 Nicolas Ivanoff FRA 4300.3827 89.59 - David Martin USA 4227.2226 88.07 9 Mattieu Roulet FRA 4185.5182 87.20 10 Stephane Chantre FRA 4168.7936 86.85 11 Pierre Marmy SUI 4151.9572 86.50 12 Vytautas Lapenas LTU 4120.1058 85.84 13 Thomas William Cassells GBR 4111.3180 85.65 14 Vladimir Popov RUS 4102.9252 85.48 15 Gerald Cooper GBR 4060.4798 84.59 16 Antanas Marciukaitis LTU 4056.7824 84.52 17 Maurizio Costa ITA 4047.1999 84.32 18 Petras Jurgionis LTU 3989.4323 83.11 19 Sergio Dallan ITA 3938.7953 82.06 20 Nick Onn GBR 3927.2859 81.82 21 Mark Jefferies GBR 3881.2581 80.86 - Robert Armstrong USA 3875.1983 80.73 22 Paolo Zoppi ITA 3812.4382 79.43 23 Hanspeter Rohner SUI 3690.2897 76.88 24 Juan Velarde ESP 3676.2541 76.59 25 Anselmo Gamez ESP 3657.9818 76.21 26 Robert Kowalik POL 3655.9208 76.17 27 Juan Socias ESP 3561.1581 74.19 28 Sergio Pla ESP 3505.2734 73.03 29 Kester Scrope GBR 3459.1519 72.07 30 Klaus Schrodt GER 3331.7498 69.41 31 Francesco Fornabaio ITA 3082.2789 64.21 32 Guido Giraudo ITA 2843.2774 59.23 Female ranking Rank Pilot Country Q program. pp % 1 Svetlana Fedorenko RUS 4356.2795 90.76 2 Elena Klimovich RUS 4191.5281 87.32 3 Larisa Radosteva RUS 4167.5152 86.82 4 Pascale Alajouanine FRA 4134.1747 86.13 5 Valentina Drokina RUS 4092.9839 85.27 6 Elena Corte ITA 3861.7784 80.45 7 Kathel Boulanger FRA 3784.1584 78.84 8 Irene Pasini ITA 3459.3912 72.07 9 Val Rahmani GBR 3385.8695 70.54 ________________________________________________________________________________
From: "Mark Jefferies YAK UK Ltd" <mark.j(at)yakuk.com>
Subject: appart from
Date: Jul 28, 2004
apart from Rick and I does anyone else subscribe to this list? ________________________________________________________________________________
From: "Gilles Thesee" <Gilles.Thesee@ac-grenoble.fr>
Subject: Re: appart from
Date: Jul 28, 2004
I do Regards, Gilles Thesee Grenoble, France ----- Original Message ----- From: "Mark Jefferies YAK UK Ltd" <mark.j(at)yakuk.com> Subject: Aerobatic-List: appart from > > apart from Rick and I does anyone else subscribe to this list? > > ________________________________________________________________________________
From: "Michael Wikstrom" <michael(at)wikstrom.cc>
Subject: appart from
Date: Jul 28, 2004
I Do Michael Wikstrom La Colle sur Loup, France -----Original Message----- From: owner-aerobatic-list-server(at)matronics.com [mailto:owner-aerobatic-list-server(at)matronics.com] On Behalf Of Mark Jefferies YAK UK Ltd Subject: Aerobatic-List: appart from apart from Rick and I does anyone else subscribe to this list? ________________________________________________________________________________
From: "Terry Watson" <terry(at)tcwatson.com>
Subject: appart from
Date: Jul 28, 2004
Me too. Just waiting for you guys that know what you're talking about to talk. Terry Seattle -----Original Message----- From: owner-aerobatic-list-server(at)matronics.com [mailto:owner-aerobatic-list-server(at)matronics.com]On Behalf Of Gilles Thesee Subject: Re: Aerobatic-List: appart from <Gilles.Thesee@ac-grenoble.fr> I do Regards, Gilles Thesee Grenoble, France ________________________________________________________________________________
Date: Jul 28, 2004
From: Patrick <bittybipe(at)yahoo.com>
Subject: Re: appart from
Yep, been on it for a couple of years, but there hasn't ever been much chatting. ~Patrick Smith Miniplane in Michigan Mark Jefferies YAK UK Ltd wrote: apart from Rick and I does anyone else subscribe to this list? ________________________________________________________________________________
Date: Jul 28, 2004
From: John Smutny <johnsmutny(at)yahoo.com>
Subject: appart from
Another Seattleite here as well. Thanks for the European Championship updates! I didn't even know they were underway until your email. John Smutny --- Terry Watson wrote: > > > Me too. Just waiting for you guys that know what > you're talking about to > talk. > > Terry > Seattle > > -----Original Message----- > From: owner-aerobatic-list-server(at)matronics.com > [mailto:owner-aerobatic-list-server(at)matronics.com]On > Behalf Of Gilles Thesee > To: aerobatic-list(at)matronics.com > Subject: Re: Aerobatic-List: appart from > > Thesee" > <Gilles.Thesee@ac-grenoble.fr> > > I do > > Regards, > > Gilles Thesee > Grenoble, France > > > > Contributions > any other > Forums. > > http://www.matronics.com/chat > > http://www.matronics.com/subscription > http://www.matronics.com/FAQ/Aerobatic-List.htm > http://www.matronics.com/archives > http://www.matronics.com/photoshare > http://www.matronics.com/emaillists > > > > > > ________________________________________________________________________________
From: ElleryWeld(at)aol.com
Date: Jul 28, 2004
Subject: Re: appart from
I have been on the list and I am interested in aerobatic manuvers but I havent heard anything about anything from this list Firestar Pilot Ellery ________________________________________________________________________________
Date: Jul 29, 2004
From: "Phil Sisson, Litchfield Aerobatic Club" <sisson(at)consolidated.net>
Subject: Re: here is some news....
I am pasting the scores to this list. John Alber and Peggy Messenger ran the computer at the contest. This had the making of one of the big contests of the year with 52 contestants in 5 categories. This is a traditional Midwest contest that also draws from about an 900 mile radius. We had one Canadian from upper Ontario..... The weather started out on the cool side for Friday practice and Saturday flying after a very hot and humid earlier part of the week. There were about 8 or 10 who showed up midweek for practice. The box was out Thursday and the Waiver was in effect. Friday night we had out normal Pizza party at SLO. We got in two flights Saturday and things were really going smooth until stormy weather appeared on the horizon. We started putting airplanes away before dark and then it was banquet time. Saturday night the rain stated and it did not end until mid-day Sunday.The contest was called and many people headed to Oshkosh as the weather allowed, the Scores are as follows thanks to John Alber. Phil in Illinois Here are the results from the Salem contest this last weerkend: Official Results and Final Standings I.A.C. Scoring System - Version 01 Contest - 2004 Salem Regional Salem, Il Contest Director - Bruce Ballew Category - Basic Rank Pilot Chapter Knwn 1 Knwn 2 TBLP Tot %pp 1st Reinhardt, Nick 379.2098 0.0000 379.2098 42.13 2nd Cooper, Brian 34 376.1374 0.0000 376.1374 41.79 3rd Schuster, Joseph 376.1051 0.0000 376.1051 41.79 4th Perman, Bill 365.9083 0.0000 365.9083 40.66 5th Dusel, Jason 355.3711 0.0000 355.3711 39.49 Category - Sportsman Rank Pilot Chapter Known Free TBLP Tot %pp 1st McLeod, Peter 78 1141.7619 1156.4405 2298.2024 91.20 2nd Haycraft, Joe 61 1111.5761 1148.3969 2259.9730 89.68 3rd Rybarczyk, Tom 1083.0989 1169.3966 2252.4955 89.38 4th Bartlett, Doug 01 1116.0568 1118.0551 2234.1119 88.66 5th Hart, Bob 01 1113.2876 1119.0298 2232.3174 88.58 6th Robinson, Caleb 1100.6470 1095.5845 2196.2315 87.15 7th Wolfe, Randy 34 1088.5902 1102.4311 2191.0213 86.95 8th Penner, Gordon 34 1069.7910 1113.5588 2183.3498 86.64 9th Brown, Roger 61 1068.4435 1096.2891 2164.7326 85.90 10th Wheeler, Nott 61 1088.4636 1064.5735 2153.0371 85.44 11th Hunter, Rob 78 1038.2334 1110.9577 2149.1911 85.29 12th Pichelman, Dan 78 1031.2089 1100.4278 2131.6367 84.59 13th Petersen, Chuck 01 1077.1140 1014.0953 2091.2093 82.98 14th Heinz, James 61 1040.0736 1039.9743 2080.0479 82.54 15th Walker, Chuck 88 926.4030 1110.2430 2036.6460 80.82 16th Babcock, Gary 976.6572 1039.8013 2016.4585 80.02 17th Mepham, Bob 61 990.2276 1013.2235 2003.4511 79.50 18th Register, Keith 03 966.1861 958.9971 1925.1832 76.40 19th Beer, Dan 78 1020.5897 896.1704 1916.7601 76.06 20th Larkin, Edward 34 935.3560 937.1757 1872.5317 74.31 21st Appezzato, Ken 03 674.2474 1120.2467 1794.4941 71.21 Category - Intermediate Rank Pilot Chapter Known Free TBLP Tot %pp 1st Smith, Brent 61 1742.3056 1752.0554 3494.3610 88.46 2nd Griffin, Neil 1683.1453 1717.3561 3400.5014 86.09 3rd Granger, Jeff 34 1617.9389 1722.4595 3340.3984 84.57 4th Hunter, Brett 34 1617.8286 1656.6298 3274.4584 82.90 5th ! Ballew, Bruce 61 1673.5223 1595.4464 3268.9687 82.76 6th Messenger, Ashley 341619.9920 1643.1818 3263.1738 82.61 7th Bradt, Joseph 1574.6245 1648.5031 3223.1276 81.60 8th Wakely, T. Joe 1533.5773 1409.7393 2943.3166 74.51 9th Lyons, Cynthia 01 1396.3821 1437.5443 2833.9264 71.74 10th Buescher, Wayne 1196.2179 1507.9597 2704.1776 68.46 11th Butts, Robert 88 1093.6987 1592.3611 2686.0598 68.00 12th MacDonald, Richard88 1302.7677 1360.8380 2663.6057 67.43 Category - Advanced Rank Pilot Chapter Known TBLP Tot %pp 1st Ramirez, Hector 03 2112.6554 2112.6554 87.66 2nd Schacht, Phil 78 2078.3171 2078.3171 86.24 3rd Niccum, Mike 78 2038.6772 2038.6772 84.59 4th Smith, Loren 78 2034.5619 2034.5619 84.42 5th Reynolds, Larry 2029.7993 2029.7993 84.22 6th Wright, David 1959.2081 1959.2081 81.29 7th Gusakov, Scott 88 1949.2241 1949.2241 80.88 8th Bond, Rob 1873.1113 1873.1113 77.72 9th Johnson, Steve 61 1833.7637 1833.7637 76.09 10th Underwood, David 01 1749.4526 1749.4526 72.59 11th Adams, Tom 23 1480.2022 1480.2022 61.42 Category - Unlimited Rank Pilot Chapter Known Free TBLP Tot %pp 1st Vidrin, Bubba 72 2651.5767 3480.3850 6131.9617 80.16 2nd Massman, Darrel 09 2476.5530 3648.3576 6124.9106 80.06 3rd Rinker, Michael 61 2553.2068 3261.8869 5815.0937 76.01 John Alber john(at)johnalber.com Home 618-675-3553 Work 314-259-2144 ________________________________________________________________________________
From: "David Pilkington" <david.pilkington(at)bigpond.com>
Subject: Re: appart from
Date: Jul 29, 2004
It seems as if we now have a quorum. Regards, David Pilkington http://www.ozaeros.com ----- Original Message ----- From: <ElleryWeld(at)aol.com> Subject: Re: Aerobatic-List: appart from > > I have been on the list and I am interested in aerobatic manuvers but I > havent heard anything about anything from this list > > Firestar Pilot > > Ellery ________________________________________________________________________________
Date: Jul 29, 2004
From: Matt Jurotich <mjurotich(at)hst.nasa.gov>
Subject: Re: Aerobatic-List Digest: 11 Msgs - 07/28/04
I monitor the list. Looking for info on how to document the maneuvers for a experimental amateur built. Also looking for a list of safe to perform maneuvers for an RV 6A Matthew M. Jurotich NASA/Goddard Space Flight Center Swales contractor to the JWST ISIM Systems Engineer m/c : 443 e-mail mail to: phone : 301-286-5919 fax : 301-286-7021 JWST URL: <http://ngst1.gsfc.nasa.gov ________________________________________________________________________________
From: "Rex & Jan Shaw" <rexjan(at)bigpond.com>
Subject: apart from Rick and I does anyone else subscribe to this
list?
Date: Jul 30, 2004
apart from Rick and I does anyone else subscribe to this list? Yes I do but I am a new pilot and just own a Kitfox so won't personally be doing acrobatics in that. I joined while joining some other lists because I thought I might see some discussion about manouvers and was interested. However I have never seen anything but I can't complain because I'm only sticking my nose in. Rex. rexjan(at)bigpond.com ________________________________________________________________________________
From: ThomasTholmes512(at)aol.com
Date: Jul 30, 2004
Subject: Re: apart from Rick and I does anyone else subscribe to
this ... Yes, but I'm new to the list. Have a Decathlon in pieces, but coming together. Tom ________________________________________________________________________________
Date: Jul 30, 2004
From: "Tedi" <f.t(at)wp.pl>
Subject: figures
Date: ...0 Jul 2004 10:42:49 +0200 (\214rodkowoeuropejs... Does anybody here own RV, and have been doing aerobatics on it? > > What kind of aerobatics are allowed, Vans only mentioned few words about. > As I look through some sites, I found RV4 is most aerobatics-able of all RV > s > Am I right? Rocket is based on RV4. > > My question is - is there somebody who made or saw RV doing some figures, > and what kind of figures there were? > What about g that RV4, RV8,9 is able to resist? > > Have You ever seen RV doing unlimited? > > Tadeusz, PL ________________________________________________________________________________
From: owner-aerobatic-list-server(at)matronics.com
Date: Jul 30, 2004
Subject: results after free & 1st Unknown
These maybe the final contest results as lowish cloud is coming!Overall results Provisional scores, last updated 13:30 local time (GMT + 2). Male rankingRnk.PilotCnt.Q prog.Free1st Un.2nd Un.Totalpp %1Michail MamistovRUS3061.49644510.29233783.20328293.495589.952Oleg ShpolyanskiyRUS2955.28144484.40293759.11578243.518689.413Sergey RakhmaninRUS3035.33164466.88433674.08768140.971988.304Jean-Michel DelormeFRA2846.90894540.65453573.63418114.288688.015Laurent NarjouxFRA2838.15744495.51943576.33508071.854487.556Eddy DussauFRA2952.58444387.07753674.73998061.817487.447Victor ChmalRUS2949.40704498.15303498.22797996.380986.738Nicolas IvanoffFRA2837.76584300.38273626.27047926.653185.97-Michael RacyIND2874.96424359.27013550.28267909.552785.79-David MartinIND2729.67894227.22263645.76147872.984085.399Mattieu RouletFRA2665.00874185.51823577.30867762.826884.2010Stephane ChantreFRA2822.10254168.79363502.34367671.137283.2011Pierre MarmySUI2808.07434151.95723502.37277654.329983.0212Vladimir PopovRUS2631.10404102.92523459.05077561.975982.0213Vytautas LapenasLTU2836.32414120.10583420.47377540.579581.7914Thomas William CassellsGBR2785.40604111.31803412.86177524.179781.6115Antanas MarciukaitisLTU2833.69644056.78243395.67467452.457080.8316Gerald CooperGBR2681.24964060.47983360.74377421.223580.4917Maurizio CostaITA2664.23314047.19993309.68327356.883179.7918Sergio DallanITA2456.52203938.79533412.34407351.139379.7319Nick OnnGBR2622.46583927.28593412.82887340.114779.6120Mark JefferiesGBR2688.40573881.25813339.01707220.275178.3121Petras JurgionisLTU2649.66063989.43233218.90037208.332678.18-Robert ArmstrongIND2575.52853875.19833253.63717128.835477.3222Juan VelardeESP2511.30023676.25413071.42016747.674273.1923Klaus SchrodtGER2777.12163331.74983381.36916713.118972.8124Paolo ZoppiITA2646.44493812.43822849.72646662.164672.2625Kester ScropeGBR2160.70513459.15193124.59346583.745371.4126Juan SociasESP2443.87683561.15812806.24756367.405669.0627Robert KowalikPOL2513.58793655.92082609.33586265.256667.9528Hanspeter RohnerSUI2567.22723690.28972458.36286148.652566.6929Anselmo GamezESP2571.43833657.98182482.31186140.293666.6030Sergio PlaESP2498.23653505.27342614.39096119.664366.3731Guido GiraudoITA2460.04372843.27742759.45275602.730160.7732Francesco FornabaioITA2362.94853082.27891838.22854920.507453.37 Female rankingRnk.PilotCnt.Q prog.Free1st Un.2nd Un.Totalpp %1Svetlana FedorenkoRUS2945.06114356.27953520.99737877.276885.442Elena KlimovichRUS2783.41224191.52813545.57767737.105783.923Larisa RadostevaRUS2734.51174167.51523478.94227646.457482.934Pascale AlajouanineFRA2750.77944134.17473435.77027569.944982.105Valentina DrokinaRUS2672.37054092.98393296.71217389.696080.156Kathel BoulangerFRA2630.53973784.15843272.01657056.174976.537Elena CorteITA2542.13983861.77842805.72046667.498872.328Irene PasiniITA2347.61053459.39123042.73416502.125370.529Val RahmaniGBR2390.99063385.86952890.57886276.448368.07 Best regards, Mark www.yakuk.com ________________________________________________________________________________
From: "David Pilkington" <david.pilkington(at)bigpond.com>
Subject: Re: results after free & 1st Unknown
Date: Jul 30, 2004
Thanks Mark - up to the minutes news from the various email lists about this contest is marvellous - not quite the same as being there though. The "Australian", well honorary Australian, Robert A is way down the list - what happened? For the person with the Decathlon in pieces - mine was in pieces for a long while recently - see it at http://www.airplanecards.com/gallery/djpacr For the person asking about RV's - there was an article in Sport Aerobatics magazine about two years ago which may answer your queries. Regards, David Pilkington ________________________________________________________________________________
Date: Jul 30, 2004
From: John Smutny <johnsmutny(at)yahoo.com>
Subject: Re: figures
There is a paragraph at the bottom of this page from Van's site about aerobatics in the RV series: http://www.vansaircraft.com/public/flyrvs.htm As Dave mentioned, there was a good article last year in Sport Aerobatics. We've had a RV-4, -6, -6A and -8 compete in our IAC contests here in the Northwest. Only the -8 tried Intermediate, the others pilots moved to different planes to get past Sportsman as to avoid abusing their RV's. -j- --- Tedi wrote: > > > > Does anybody here own RV, and have been doing > aerobatics on it? > > > > What kind of aerobatics are allowed, Vans only > mentioned few words about. > > As I look through some sites, I found RV4 is most > aerobatics-able of all > RV > > s > > Am I right? Rocket is based on RV4. > > > > My question is - is there somebody who made or saw > RV doing some figures, > > and what kind of figures there were? > > What about g that RV4, RV8,9 is able to resist? > > > > Have You ever seen RV doing unlimited? > > > > Tadeusz, PL > > > > Contributions > any other > Forums. > > http://www.matronics.com/chat > > http://www.matronics.com/subscription > http://www.matronics.com/FAQ/Aerobatic-List.htm > http://www.matronics.com/archives > http://www.matronics.com/photoshare > http://www.matronics.com/emaillists > > > > > > __________________________________ http://promotions.yahoo.com/new_mail ________________________________________________________________________________
Date: Jul 30, 2004
From: "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us>
Subject: Re: appart from
good question, Mark. >>> mark.j(at)yakuk.com 7/28/2004 7:19:29 AM >>> apart from Rick and I does anyone else subscribe to this list? ________________________________________________________________________________
From: "Mark Jefferies YAK UK Ltd" <mark.j(at)yakuk.com>
Subject: final results
Date: Jul 30, 2004
here they are chaps Overall results Provisional scores, last updated 22:30 local time (GMT + 2). Male ranking Rnk. Pilot Cnt. Q prog. Free 1st Un. 2nd Un. Total pp % 1 Michail Mamistov RUS 3061.4964 4510.2923 3783.2032 3672.5326 11966.0281 87.92 2 Sergey Rakhmanin RUS 3035.3316 4466.8843 3674.0876 3689.3639 11830.3358 86.92 3 Oleg Shpolyanskiy RUS 2955.2814 4484.4029 3759.1157 3570.2328 11813.7514 86.80 4 Laurent Narjoux FRA 2838.1574 4495.5194 3576.3350 3636.7635 11708.6179 86.03 5 Jean-Michel Delorme FRA 2846.9089 4540.6545 3573.6341 3588.8986 11703.1872 85.99 6 Eddy Dussau FRA 2952.5844 4387.0775 3674.7399 3566.7128 11628.5302 85.44 7 Victor Chmal RUS 2949.4070 4498.1530 3498.2279 3612.2584 11608.6393 85.29 8 Nicolas Ivanoff FRA 2837.7658 4300.3827 3626.2704 3512.4805 11439.1336 84.05 - Michael Racy IND 2874.9642 4359.2701 3550.2826 3482.7892 11392.3419 83.71 - David Martin IND 2729.6789 4227.2226 3645.7614 3375.8648 11248.8488 82.65 9 Mattieu Roulet FRA 2665.0087 4185.5182 3577.3086 3397.0320 11159.8588 82.00 10 Pierre Marmy SUI 2808.0743 4151.9572 3502.3727 3387.3144 11041.6443 81.13 11 Stephane Chantre FRA 2822.1025 4168.7936 3502.3436 3355.2874 11026.4246 81.02 12 Vladimir Popov RUS 2631.1040 4102.9252 3459.0507 3431.7569 10993.7328 80.78 13 Thomas William Cassells GBR 2785.4060 4111.3180 3412.8617 3327.5854 10851.7651 79.73 14 Vytautas Lapenas LTU 2836.3241 4120.1058 3420.4737 3287.4538 10828.0333 79.56 15 Antanas Marciukaitis LTU 2833.6964 4056.7824 3395.6746 3374.6731 10827.1301 79.55 16 Gerald Cooper GBR 2681.2496 4060.4798 3360.7437 3266.0356 10687.2591 78.53 17 Nick Onn GBR 2622.4658 3927.2859 3412.8288 3309.6429 10649.7576 78.25 18 Maurizio Costa ITA 2664.2331 4047.1999 3309.6832 3225.6199 10582.5030 77.76 - Robert Armstrong IND 2575.5285 3875.1983 3253.6371 3354.9815 10483.8169 77.03 19 Petras Jurgionis LTU 2649.6606 3989.4323 3218.9003 3186.9953 10395.3279 76.38 20 Mark Jefferies GBR 2688.4057 3881.2581 3339.0170 3170.4527 10390.7278 76.35 21 Sergio Dallan ITA 2456.5220 3938.7953 3412.3440 2934.4901 10285.6294 75.57 22 Klaus Schrodt GER 2777.1216 3331.7498 3381.3691 3319.9009 10033.0198 73.72 23 Paolo Zoppi ITA 2646.4449 3812.4382 2849.7264 3262.2698 9924.4344 72.92 24 Juan Velarde ESP 2511.3002 3676.2541 3071.4201 2703.3279 9451.0021 69.44 25 Kester Scrope GBR 2160.7051 3459.1519 3124.5934 6583.7453 48.37 26 Juan Socias ESP 2443.8768 3561.1581 2806.2475 6367.4056 46.78 27 Robert Kowalik POL 2513.5879 3655.9208 2609.3358 6265.2566 46.03 28 Hanspeter Rohner SUI 2567.2272 3690.2897 2458.3628 6148.6525 45.18 29 Anselmo Gamez ESP 2571.4383 3657.9818 2482.3118 6140.2936 45.12 30 Sergio Pla ESP 2498.2365 3505.2734 2614.3909 6119.6643 44.96 31 Guido Giraudo ITA 2460.0437 2843.2774 2759.4527 5602.7301 41.17 32 Francesco Fornabaio ITA 2362.9485 3082.2789 1838.2285 4920.5074 36.15 Female ranking Rnk. Pilot Cnt. Q prog. Free 1st Un. 2nd Un. Total pp % 1 Svetlana Fedorenko RUS 2945.0611 4356.2795 3520.9973 3539.1172 11416.3940 83.88 2 Elena Klimovich RUS 2783.4122 4191.5281 3545.5776 3536.0368 11273.1425 82.83 3 Larisa Radosteva RUS 2734.5117 4167.5152 3478.9422 3481.2605 11127.7179 81.76 4 Pascale Alajouanine FRA 2750.7794 4134.1747 3435.7702 3416.7673 10986.7122 80.73 5 Valentina Drokina RUS 2672.3705 4092.9839 3296.7121 3208.0636 10597.7596 77.87 6 Kathel Boulanger FRA 2630.5397 3784.1584 3272.0165 3294.9354 10351.1103 76.06 7 Elena Corte ITA 2542.1398 3861.7784 2805.7204 3066.0120 9733.5108 71.52 8 Irene Pasini ITA 2347.6105 3459.3912 3042.7341 6502.1253 47.77 9 Val Rahmani GBR 2390.9906 3385.8695 2890.5788 6276.4483 46.12 ________________________________________________________________________________
From: N925WB1(at)aol.com
Date: Jul 30, 2004
Subject: Re: Decathalon
Tom, If you haven't flown a Decathalon yet, you'll surely love it. I did my first 20 hours of flight instruction in one, soloed it, and then some schmoe pancaked it on landing. Total bummer. I was really looking forward to earning my private certificate in that plane. Hopefully one day (when I'm finally out of school) I'll buy one for myself. That'll be sweet. Oh, and I too am on the list. I'm not a big contributor, more of a listener, but encourage activity and will poke in an e-mail or two when I feel that my comments can be of assistance or encouragement. -Wayne Penniless Private Pilot and Airplane Addict Murfreesboro, TN In a message dated 7/30/2004 12:38:38 AM Central Daylight Time, ThomasTholmes512(at)aol.com writes: Yes, but I'm new to the list. Have a Decathlon in pieces, but coming together. Tom ________________________________________________________________________________
From: N925WB1(at)aol.com
Date: Jul 30, 2004
Subject: Re: RV Acro
About aerobatics on the RV... I don't have any personal experience in the type, but there was a fella back home (Warrenton, VA) who put an RV-4 through it's paces in the aerobatic box one afternoon. It wasn't his plane, and he's since passed away, so I can't really provide any more info. Point is, the RV's can do some manuevers. I'm sorry I can't give any more detail, but hopefully this will give you some encouragement to find more information. -Wayne ________________________________________________________________________________
From: ThomasTholmes512(at)aol.com
Date: Jul 31, 2004
Subject: Re: Decathalon
Wayne, my grandchildren live in Brentwood, TN. Beautiful country. Two questions 1. Does anyone know what the tension should be on the tailwires on a Decathlon? 8KCAB. 2. I am looking for an aerobatics intro in CA? Any recommendations? Tom ________________________________________________________________________________
From: ThomasTholmes512(at)aol.com
Date: Jul 31, 2004
Subject: Re: apart from Rick and I does anyone else subscribe to
this... Actually it's a 210, w/a CS prop. I'm loving it so far. Tom ________________________________________________________________________________
Date: Jul 31, 2004
From: Kysh <vans-dragon(at)lapdragon.org>
Subject: Re: Decathalon
As ThomasTholmes512(at)aol.com was saying: > 1. Does anyone know what the tension should be on the tailwires on a > Decathlon? 8KCAB. > 2. I am looking for an aerobatics intro in CA? Any recommendations? Canada or California? If the latter, where in California? If you're near the bay area, Attitude Aviation (http://www.attitudeaviation.com/) has a two ECAs, one with spades, a Decathlon, two Grob 115Cs, an Extra 200 and an S2B. I was initially turned off by 'em, but now I've flown with 'em a couple of times and like them a lot. Note I only speak as a pilot, not as an aerobatic pilot-- I've only done two aerobatic flights ever. -Kysh -- | 'Life begins at 120kias' - http://www.lapdragon.org/flying | | CBR-F4 streetbike - http://www.lapdragon.org/cbr | | 1968 Mustang fastback - http://www.lapdragon.org/mustang | | Got 'nix? - http://www.infrastructure.org/ | | KG6FOB - http://www.lapdragon.org/ham | | Give blood: Play Hockey! http://www.unixdragon.com/ | ________________________________________________________________________________
From: "David Pilkington" <david.pilkington(at)bigpond.com>
Subject: Re: Decathlon
Date: Jul 31, 2004
A coincidence - in Australia today, I met some-one who flies at Attitude Aviation and he was very happy with them. The only ones I know personally in Ca who I'd recommend are Rich Stowell and Dick Rihn. My Decathlon Service Manual is 100 miles away at the moment - suggest that you ask about wire tensions at http://groups.yahoo.com/group/CitabriaPilots/ or http://www.bellanca-championclub.com/forum Regards, David Pilkington ----- Original Message ----- From: "Kysh" <vans-dragon(at)lapdragon.org> Subject: Re: Aerobatic-List: Decathalon > > As ThomasTholmes512(at)aol.com was saying: > > 1. Does anyone know what the tension should be on the tailwires on a > > Decathlon? 8KCAB. > > 2. I am looking for an aerobatics intro in CA? Any recommendations? > > Canada or California? > > If the latter, where in California? If you're near the bay area, Attitude > Aviation (http://www.attitudeaviation.com/) has a two ECAs, one with spades, > a Decathlon, two Grob 115Cs, an Extra 200 and an S2B. I was initially turned > off by 'em, but now I've flown with 'em a couple of times and like them a lot. > > Note I only speak as a pilot, not as an aerobatic pilot-- I've only done two > aerobatic flights ever. > > -Kysh ________________________________________________________________________________
From: ThomasTholmes512(at)aol.com
Date: Jul 31, 2004
Subject: Re: Decathalon
I do know where Attitude Aviation is. I'll give them a call. thx, Tom ________________________________________________________________________________
From: ThomasTholmes512(at)aol.com
Date: Jul 31, 2004
Subject: Re: Decathlon
Thanks Dave. ________________________________________________________________________________
From: Num1Pilot(at)aol.com
Date: Aug 01, 2004
Subject: Attitude Aviation
I learned to fly in the Bay Area and have flown with them about five years ago. Everything went really well. I have several friends who fly out of there for rentals and the aerobatics and don't hear anything bad. I did some training with one of their L-39 pilots there at All Red Star, great guy! -Postal Hartley Postlethwaite ________________________________________________________________________________
From: PLTDBEEZER(at)aol.com
Date: Aug 01, 2004
Subject: Re: Aerobatic-List Digest: 11 Msgs - 07/28/04
Here is the parameters I use for aerobatics in My 6A. The aerobatics section is the last half of the document. Dave Beizer RV6A {\rtf1\ansi\ansicpg1252\deff0{\fonttbl{\f0\fnil\fcharset0 Times New Roman;}} {\colortbl ;\red0\green0\blue255;} \viewkind4\uc1\pard\nowidctlpar\sl240\slmult1\lang1033\kerning28\f0\fs20 =20 \b\fs32 FLIGHT MANEUVERS\par \b0\fs20\par \par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs24 TAKEOFF =20 THIS OPERATING HANDBOOK WAS MADE FOR \par \pard\nowidctlpar\sl240\slmult1\fs20 =20 PERSONAL USE - USE AT YOUR OWN RISK\par \pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Normal Takeoff\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Short Field Takeoff\par \pard\nowidctlpar\sl240\slmult1\par Soft Field Takeoff \par \par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\fs24 CLIMBOUT \par \pard\nowidctlpar\sl240\slmult1\fs20\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 Best Rate of Climb \par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 Best Angle of Climb\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\fs24 CRUISE\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 DESCENT\par \pard\nowidctlpar\sl240\slmult1\b0\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b RECTANGULAR LANDING PATTERN\par \pard\nowidctlpar\sl240\slmult1\b0\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b APPROACH AND LANDING\par \pard\nowidctlpar\sl240\slmult1\fs20\par \pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Normal Landing\par \pard\nowidctlpar\li360\sl240\slmult1\par \pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Short Field Landing\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Soft Field Landing\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 No Flap Landing\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Crosswind Landing\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Touch and Go Landing\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Go Around Procedure\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Bounce Recovery\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Forward Slip\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\fs24 STALLS\par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750\b General Stall Procedures\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 Power On Stall\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 Power Off Stall\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\fs24 SLOW FLIGHT\par STEEP TURNS\b0\par \fs20\par \b\fs24 AEROBATIC MANEUVER CONCEPTS\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li1110\sl240\slmult1\tx1110\fs20 FAA Rules Concerning Aerobatics\par Aircraft Fuel System\par Aircraft Oil System\par Aircraft G Limits\par Weight/CG Limits\par Maneuvering Speed\par Maneuvering Altitude\par Seat Belts\par Crew Briefing\par Clearing\par Recovery From Unusual Attitudes\par Common Errors\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\fs24\par AEROBATIC MANEUVERS\par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750\b G AWARENESS TURNS\tab\tab\tab\tab\tab\tab\tab\tab\par \pard\nowidctlpar\sl240\slmult1\b0\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750\b CHANDELLE\par \par AEROBATIC CHANDELLE\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 LAZY 8\par \par AEROBATIC LAZY 8\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 AILERON ROLL\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 BARREL ROLL\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 LOOP\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 IMMELMAN\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 SPLIT S\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 CLOVERLEAF\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 PITCHBACK\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 SLICEBACK\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 CUBAN 8/REVERSE CUBAN 8\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 WHIFFERDILL\par \pard\nowidctlpar\sl240\slmult1\par \par \b0\par \par \par \par \par \par \par \par \b\fs28 1.\b0 \b TAKEOFF\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0\fs20\par \b \fs24 A. NORMAL TAKEOFF\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par - A normal takeoff is made with flaps up. 20 flaps may be used top shorten takeoff roll.\par If 20 flaps used retract flaps above 80 mph IAS.\par \pard\nowidctlpar\sl240\slmult1\tx1470 - Maintain=20directional control primarily by use of rudder. Differential braking should=20only \par be used during initial power application if required. Hold the elevator aft of neutral to keep \par weight off the nosewheel and hold sufficient aileron into wind to prevent the upwind wing \par from rising. Advance power smoothly to minimize the need for differential braking early in \par the takeoff roll. \par - Maintain aft stick until in the takeoff attitude, then maintain takeoff attitude until aircraft \par lifts off. \par - Be mentally ready to abort the takeoff in the event of a serious aircraft malfunction or \par engine failure\par - When safely airborne accelerate to climb airspeed and maintain this speed until level off.\par \par \pard\nowidctlpar\sl240\slmult1\b =20 Warning \par \b0\par When taking off from airfields with a density altitude greater than 5000=20ft MSL, the engine should be leaned for highest static RPM during runup. Failure to do so can adversely affect takeoff performance. An airfield well below 5000 ft in altitude may have a density altitude above 5000 ft MSL on a=20warm day. Examples of situations with greater than 5000 ft density altitude=20include an airfield with a 2000 ft pressure altitude at 105 deg F, a 3000 ft pressure altitude airfield at 85 deg F, or a 4000 ft pressure altitude airfield at 65 deg F. See Section 4, Specifications/Limitations for more information concerning performance degradation at high density altitudes.\par \par \b \fs24 B. SHORT FIELD TAKEOFF\par \par - \b0\fs20 The objective is to takeoff safely from an airfield with a short runway and/or obstacle on \par departure.\par \pard\nowidctlpar\li1110\sl240\slmult1 - Use 20 flaps (1/2 flaps)\par - Do a static runup/takeoff, ie apply brakes, runup the engine to full power, (lean for max RPM at high altitude airports) then release the brakes=20after determining that the engine is developing full power. \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Maintain elevator neutral until rotation lift off speed (to minimize drag) then rotate to a slightly=20nose high takeoff attitude. Once airborne, level the aircraft immediately and accelerate to climb speed in ground effect.\par - If there is a close in obstacle on departure, maintain flaps 20 until=20clear of the obstacle. \par - If obstacle clearance is a factor, climb out at Vx. If there is no obstacle to clear or once clear of all obstacles, retract flaps above 80 mph and accelerate to climb speed. \par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs24 C. SOFT FIELD TAKEOFF\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par - The objective of a soft field takeoff is to transfer as much weight as=20possible to the wings as quickly as possible to minimize wheel friction with the ground. \par - 20 degrees of flaps (1/2 flaps) is recommended for soft field takeoffs. Keep the airplane moving over soft ground to keep from sinking in.\par - Maintain full aft stick during takeoff run until nose comes up to the takeoff attitude. This minimizes/eliminates nosewheel contact with the ground. \par - Maintain a slightly high attitude until the aircraft is airborne, then lower the nose to accelerate in ground effect to flying airspeed. \par \b\fs24 - \b0\fs20 Accelerate to climb speed, raise nose to climbout attitude and retract flaps above 80 mph.\par \pard\nowidctlpar\sl240\slmult1\b\fs24\par \b0\fs20\par \b\fs28 2. CLIMBOUT\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750\fs20\par \fs24 A . BEST RATE OF CLIMB CLIMBOUT (Vy)\fs20\par \pard\nowidctlpar\li585\sl240\slmult1\b0 \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par - The objective of the Vy climbout is to climb to altitude in as short of time as possible. It also provides acceptable visibility over the nose and reasonable engine cooling. \par - Best rate climb is done with flaps up at 100 mph.\par - Monitor CHT below 435 deg F. and oil temperature below 245 deg F. If CHT/oil temperature approaches these limits, reduce power and or increase airspeed.\par - The climb can be performed at full power or power may be reduced above=201000 ft AGL to reduce engine wear. \par \pard\nowidctlpar\li1110\sl240\slmult1 - Above 5000 ft MSL, lean as required for smooth engine operation operation\par \pard\nowidctlpar\sl240\slmult1\par \b\fs24 B. BEST ANGLE CLIMB CLIMBOUT (Vx)\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par - The objective of the Vx climbout is to climb at the steepest angle possible for \par \pard\nowidctlpar\li1110\sl240\slmult1 terrain/obstacle clearance or noise abatement \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Vx - Flaps up 90 mph, =20Vx - Flaps down 80 mph\par - For close in obstacles/noise abatement maintain flaps 20 as required until clear, then accelerate and retract flaps above 80 mph.\par - Transition to a best rate climb when able in order to improve visual=20clearing and \par \pard\nowidctlpar\li1110\sl240\slmult1 minimize CHT/oil temperature.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - As with the best rate climb, monitor CHT/oil temperature below maximum. If \par \pard\nowidctlpar\li1110\sl240\slmult1 necessary to accelerate and/or reduce power to maintain CHT/oil temperature within \par limits, perform 360 deg turns or other maneuvers to maintain the required climb profile.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\fs24 - \fs20 Lean as required for smooth operation above 5000 ft MSL.\fs24\par \pard\nowidctlpar\sl240\slmult1\fs20\par \b\fs28 3. CRUISE\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par - When reaching cruise altitude, maintain power at climb setting and accelerate to cruise speed.\par - \b Max Range Cruise\b0 - Max range cruise airspeed is approximately 140 mph IAS. Once stabilized at max range cruise airspeed, lean the engine for maximum economy. Using the EGT gauge lean until peak EGT to 50 deg F rich of peak. Maintain CHT below 400 deg F. If CHT approaches 400 deg F, enrich the mixture as required to maintain CHT below 400 deg F. Maintain oil temperature below 220 def F. If the EGT gauge is inoperative, lean until slight loss of power (may or may not be accompanied by engine roughness) then enrich the mixture until power is regained and power regained.\par - \b Max Power Cruise\b0 is approximately 170 mph IAS at 75% power. 75% power is approximately 115 horsepower. At approximately 8000 ft density altitude full throttle operation equates to 75% power. Below this pressure altitude, power should be reduced below full throttle to maintain below 75% power. Above 8000 ft maintain full throttle \par \pard\nowidctlpar\li1110\sl240\slmult1 for max power cruise. \par - Once stabilized at max power cruise speed, lean mixture approximately=20100 deg F rich of \par peak. Ensure that the engine runs smoothly and CHT stays below 435 deg F.=20 If CHT \par approaches 435 deg F reduce power and enrichen the mixture. Ensure oil temperature \par remains below 220 deg F for extended cruise operation. If oil temperature approaches \par 220 deg F, reduce power as required. \par - If the EGT gauge is inoperative lean until slight loss of power, (May or may not be accompanied by roughness) then enrich for max RPM.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\fs24 - \fs20 Perform \b cruise check\b0 after level off, then a minimum of every 15 minutes of cruise=20flight. \fs24\par \pard\nowidctlpar\li1110\sl240\slmult1\b\fs20 =20 Note \par \b0 \par \pard\nowidctlpar\sl240\slmult1 Lycoming recommends the following limits for extended cruise operations for maximum engine life\'85\par \par - Engine power setting 65% or less \par - Cylinder head temperature 400 deg F or less \par - Oil temperature 165 - 220 deg F \par - See \cf1\ul WWW.Lycoming.Textron.com\cf0\ulnone (Leaning Lycoming Engines) for more information.\fs24\par \pard\nowidctlpar\li1110\sl240\slmult1\par \pard\nowidctlpar\sl240\slmult1\b\fs28 4. DESCENT\par \b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par - During descent from cruise altitude to VFR traffic pattern altitude the primary considerations are performing a descent check, prevention of engine \b shock cooling\b0 , prevention of \b propeller overspeeding\b0 , \b speed control,\b0 visually \b clearing\b0 for traffic.\par - Perform descent checklist prior to and/or during the descent.\par - \b Shock cooling\b0 - Engine shock cooling is caused by a combination of power reduction, increased airspeed during descent and an enrichened mixture at lower power settings. Rapid cooling can be minimized by starting a=20shallow descent early to prevent the need for a steep, low power descent. Reduce power in small increments (1-2 inches manifold pressure) and lean the=20mixture during the descent. The maximum recommended cooling rate is 50 deg=20F per minute. Also, avoid allowing the propeller drive the engine (high airspeed, low power setting) to avoid ring flutter which can lead to a broken piston ring. \par \pard\nowidctlpar\li1110\sl240\slmult1\par \pard\nowidctlpar\sl240\slmult1\b\par Note \par \b0\par Lycoming recommends the following to prevent shock cooling during descents\'85\par \par - Minimum manifold pressure of 15 inches. \par - Maximum descent rate of 1000 feet per minute \par - Do not exceed the airspeed the aircraft was cruising at prior to the descent. \par - The mixture should be leaned until arriving at lower density altitudes=20(below 5000 ft density altitude) \par - Reduce power in small increments (1 to 2 inches of manifold pressure) =20 \par - Maximum cooling rate of 50 degrees F per minute.\par - See \cf1\ul WWW.Lycoming.Textron.com\cf0\ulnone for more information on preventing engine damage from shock \par cooling.\par \par \par \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - \b Prevention of propeller overspeed\b0 - Watch engine RPM during descent to avoid exceeding the 2700 RPM propeller limit. Start a shallow descent early to keep RPM \par \pard\nowidctlpar\li1110\sl240\slmult1 under control.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - \b Speed Control\b0 - Using a shallow descent will help to prevent exceeding 180 mph in rough air or 210 mph in smooth air. Aircraft overspeed is most likely to occur early in the descent when engine power is still high to prevent shock cooling.\par \pard\nowidctlpar\sl240\slmult1 - \b Visual Clearing\b0 - Clearing during the descent is important since you are descending \par \pard\nowidctlpar\li1110\sl240\slmult1 through several cruise altitudes. Since the RV-6A is a low wing aircraft, S turns may be \par necessary during descents to clear the descent corridor. \par \pard\nowidctlpar\sl240\slmult1\b\fs24\par \par \par \par \par \par \par \par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\fs28 RECTANGULAR TRAFFIC=20PATTERN\par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\fi-495\li1035\sl240\slmult1\tx1035\b\fs24 PRIOR TO ARRIVAL \par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par - Determine traffic pattern altitude, direction, frequencies, etc from inflt pubs if not \par \pard\nowidctlpar\li1110\sl240\slmult1 accomplished prior to flight. Get ATIS/AWOS if available.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Approximately 20 miles out go to Unicom/Multicom/FSS/tower frequency to determine traffic density, runway in use etc.\par - For unicom/FSS equipped airports, call for advisories approximately 10=20miles out - Unicom - \ldblquote Hemet Unicom, Experimental 163 RD, 10 miles south, 2000 ft, for landing advisories,\rdblquote . FSS - \ldblquote Ukiah=20Radio monitoring 123.6\rdblquote . \par \pard\nowidctlpar\li1110\sl240\slmult1 \par \pard\nowidctlpar\fi-495\li1035\sl240\slmult1\tx1035\b\fs24 PATTERN ARRIVAL=20(Unicom/CTAF Equipped Airfield) \par \pard\nowidctlpar\li540\sl240\slmult1\fs20\par \pard\nowidctlpar\li1035\sl240\slmult1\b0 - Enter 45 deg to downwind=20at pattern altitude, (1000 ft AGL if no altitude listed) \par approximately 90 mph.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Make entry call - \ldblquote Hemet traffic, Experimental 163 RD entering left downwind, Rwy 23, Hemet.\rdblquote \par \pard\nowidctlpar\li1110\sl240\slmult1\par \pard\nowidctlpar\sl240\slmult1\b\fs24 \b0 \b TRAFFIC PATTERN (Unicom/CTAF Equipped Airfields) \par \fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\par - Put flaps at 20 deg maintaining 90 mph abeam touchdown point.\par - At a minimum of \'bc mile past the approach end, slow to 80 mph, select full flaps, and turn base. Call base \ldblquote Hemet traffic, Experimental 163 RD left base, Rwy 23, Hemet \rdblquote .\par - Turn final maintaining 75-80 mph. Call final. Add any gust factor to final approach speed. If winds are very strong add 5-10 mph. \par \pard\nowidctlpar\fi-495\li1035\sl240\slmult1\tx1035\par \par \b\fs24 PATTERN REENTRY/CLIMBOUT (Unicom/CTAF Airfields) \par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - If landing call exiting runway\par - On climbout if remaining in the pattern accelerate to 90-100 mph and retract flaps above 80 mph accelerating. Start your crosswind turn when past departure end and within 300 ft of pattern altitude. Call crosswind.\par - On climbout, if departing the pattern, accelerate to climb speed and retract flaps above 80 mph. Climb out of the traffic pattern either straight out or with a 45 degree turn in pattern direction after reaching pattern altitude. Call exiting pattern with direction. \ldblquote Hemet traffic, Experimental 163 RD exiting east, Hemet.\rdblquote\par \pard\nowidctlpar\li1110\sl240\slmult1\par \pard\nowidctlpar\fi-495\li360\sl240\slmult1\tx1035\b\fs24 COMMON FREQUENCIES \par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par - Unicom - 122.7, 122.8, 122.725, 122.975, 123.0\par \pard\nowidctlpar\li1035\sl240\slmult1 - Multicom - 122.9\par - FSS Airfield Advisories - 123.6\par - Pilot to Pilot Common - 122.75\par - Enroute FSS Standard frequency - 122.2\par - Flightwatch (Enroute wx observations) - 122.0\par - Guard - 121.5 \par \pard\nowidctlpar\li1110\sl240\slmult1\par \par \par \par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs28 APPROACH AND LANDING\par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\fs24 \b NORMAL LANDING \par \pard\nowidctlpar\li540\sl240\slmult1\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\par - Maintain 75-80 mph until landing assured. If winds are gusty add the gust factor to final approach speed.\par - At 10-20 ft above the runway execute a smooth roundout while reducing power to idle.\par - Normal landing speed is 60-65 mph.\par - After the main wheels touch down maintain aft stick to keep the nosegear of the runway as long as possible to reduce nosegear wear.\par - Minimize brake use during rollout to minimize brake wear. \par \pard\nowidctlpar\li1110\sl240\slmult1\par \pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\fs24 \b SHORT FIELD LANDING \par \pard\nowidctlpar\li540\sl240\slmult1\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0 - Use 40 flaps for final approach - approach speed 70-75 mph (+ gust factor) \par - The flair should be minimized to reduce landing distance. \par - After the mains touchdown lower the nose and begin braking as required.\par - For maximum brake effectiveness retract the flaps to maximize weight on the main wheels.\par \fs24 - \fs20 Hold the stick full aft during braking to increase weight on mains and reduce stress on \par nosegear \fs24 \par \pard\nowidctlpar\li1110\sl240\slmult1\par \pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b SOFT FIELD LANDING \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par - The soft field landing is similar to a normal landing. The major difference is that the \par \pard\nowidctlpar\li1110\sl240\slmult1 aircraft is held 1-2 ft off the ground as long as possible to dissipate speed sufficiently to \par allow the wheels to touch down gently at minimum speed.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Use full flaps unless stones, mud, or slush thrown off wheels could damage the flaps. If \par \pard\nowidctlpar\li1110\sl240\slmult1 so consider a no flap or 20 flap landing.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Use partial power in flair to soften touchdown.\par - After touchdown hold nosegear off runway as long as possible.\par - Maintain sufficient taxi speed during rollout to avoid bogging down in=20soft surface. \par - Keep aircraft moving until on hard surface or parked.\par \par \par \pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b \fs24 NO-FLAP LANDING \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par - The no-flap landing is flown at 80 mph ( plus gust factor) =20 \par - Landing distance is significantly longer for a no flap approach. Ensure runway available \par is sufficient prior to the approach. =20 =20 \par - The no-flap approach and landing is useful in strong or gusty winds, high crosswind \par situations, or when or when debris on runway could damage the flaps. =20 =20 \par - The nose will be slightly higher on final approach making it more difficult to see the runway on final. =20 \par - Due to the lack of flap drag it is more difficult to slow the aircraft on base and final (a forward slip may be necessary and there is a tendency=20to float in the flare, \par especially if airspeed is faster than recommended. Excessive speed on short final can significantly increase landing distance. =20 \par \pard\nowidctlpar\li1110\sl240\slmult1\par \par \par \par \par \par \par \pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b \fs24 CROSSWIND LANDING\par \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par - Crosswind landing techniques are required anytime there is a crosswind=20component. It \par is used in conjunction with all landing procedures discussed in this manual. \par - The objective is to land in the center of the runway at the designated=20landing point with no drift and the aircraft fuselage lined up with the runway. The aircraft will be in a slight bank on landing.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Maintain a wings level drift correction (crab) on final approach to keep the aircraft flight \par \pard\nowidctlpar\li1110\sl240\slmult1 path aligned with the runway centerline. The crosswind component may change significantly while descending on final requiring constant heading corrections (Usually decreasing drift correction) \par - Approaching the flare use rudder to align fuselage with the runway. Bank aircraft into wind to keep flight path aligned with runway centerline. \par - Maintain this wing low attitude to touchdown, landing first on the upwind main wheel, \par then the downwind main gear. \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Maintain crosswind controls throughout landing/back taxi.\par - Maximum crosswind component is 15 knots. Consider a no flap or \'bd flap landing in high crosswind conditions. Use of full flaps is not recommended with high crosswinds. \par \pard\nowidctlpar\li1110\sl240\slmult1 \par \pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b\fs24 TOUCH AND GO LANDINGS \par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par - Perform a normal landing. Maintain crosswind controls as required.\par - Maintain aft of neutral stick to minimize weight on the nosewheel.\par - Put the flaps up and smoothly apply full power. (flaps may be left in=2020 or 40 deg position if desired) Ensure mixture is full rich.\par - At 50 - 60 mph rotate to the takeoff attitude. Maintain crosswind controls as required until safely airborne, then transition to a wings level crab to maintain the desired flight path. Retract flaps from 40 to 20 when safely airborne, 20 to 0 above 80 mph.\par - Be prepared to abort the takeoff prior to rotation in the event of an aircraft malfunction. \par \pard\nowidctlpar\li1110\sl240\slmult1\par \pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b\fs24 GO AROUND \par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par - In the event of a planned or unplanned go around, apply full throttle and bring pitch attitude up to approximately takeoff attitude. Ensure mixture is full rich. If flaps are 40 \par \pard\nowidctlpar\li1110\sl240\slmult1 deg raise them to 20 deg to reduce drag. Once safely climbing out above 80 mph , retract \par flaps if desired.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - At high altitude airports=20(above 5000 ft msl) it may be necessary to lean the engine for \par \pard\nowidctlpar\li1110\sl240\slmult1 maximum power/smooth operation once initial power/flap position and pitch are established.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Accelerate to pattern airspeed (90 mph) or climbout airspeed as required. \par \pard\nowidctlpar\li1110\sl240\slmult1\par \pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b\fs24 BOUNCE RECOVERY \par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par - The bounce recovery procedure is similar to the go around procedure but is initiated either after the aircraft has bounced or when a bounce appears possible or probable\par - Set full throttle and simultaneously bring the pitch attitude up to approximately takeoff \par \pard\nowidctlpar\li1110\sl240\slmult1 attitude. Do not change the flap setting until the aircraft is safely climbing away from the ground. Ensure mixture is full rich.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - If the bounce recovery is performed prior to the bounce it will reduce the intensity of the bounce.=20 If performed after the bounce it will prevent or reduce the intensity of a=20second \par \pard\nowidctlpar\li1110\sl240\slmult1 bounce and prevent a pitch induced oscillation and/or nosewheel landing.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Once safely climbing away from the ground set flaps 20 (If flaps were set at 40 deg). \par \pard\nowidctlpar\li1110\sl240\slmult1 Above 80 mph climbing/accelerating flaps may be fully retracted as required.\par - Accelerate to pattern airspeed (90 mph) or climbout speed as required. \par \fs24\par \pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b FORWARD SLIP =20 \par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par - The purpose of the forward slip is to dissipate altitude quickly without increasing airspeed. It is useful during forced landings when an extra margin of altitude is used to assure landing. It is also useful on a no flap=20landing due to the lack of drag on the airplane on final approach.\par - If performed in a crosswind on final approach it should be performed with the low wing \par \pard\nowidctlpar\li1110\sl240\slmult1 upwind similar to a normal crosswind=20landing attitude.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Slipping should be done with power at or near idle to increase descent rate.\par - To initiate the slip, bank into the wind using aileron, then use opposite rudder so that the longitudinal axis is at an angle to the flight path.\par - Maintain pitch attitude as required to maintain final approach airspeed\par - The forward slip should be discontinued in time to establish a stabilized approach to land.\par - To discontinue the slip, release rudder pressure while leveling wings=20and adding power as required.\par - Be cognizant of your sink rate at low altitude. Avoid overshooting your desired glidepath by holding the slip to long. \par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs28 STALLS \par \pard\nowidctlpar\sl240\slmult1\fs24\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 GENERAL CONCEPTS \par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - The purpose of practicing approach to stall recoveries is to learn to recognize stall \par \pard\nowidctlpar\li1110\sl240\slmult1 indications in order to avoid the stall, as well as to recover from a stall if it does occur.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - This aircraft has no angle of attack/stall indicators other than the airframe buffet/stall \par \pard\nowidctlpar\li1110\sl240\slmult1 indications. It is important to learn what these indications feel/sound like to avoid \par inadvertent stall/spin entry, especially during low altitude approach maneuvers\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Practice stalls should be performed so as to recover at a minimum of 1500 ft AGL. A 2000 ft AGL entry should assure recovery above 1500 ft AGL, however higher altitudes will=20provide a greater safety margin.\par - Prior to performing stalls, ensure you are in an area with little traffic, away from all \par \pard\nowidctlpar\li1110\sl240\slmult1 airways and airport approach corridors. Stalls should not be practiced over congested \par areas. Flight following may be used to warn of conflicting traffic in the area.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Check engine instruments=20and fuel gauges prior stalls.\par - Clear area prior to and during stall maneuvers. Use clearing turns as required.\par - Maintain coordinated flight during all stall entry/recovery maneuvers to avoid spin entry.\par - In the event of a spin entry, perform the spin recovery in section 3, =20this manual. \par \pard\nowidctlpar\li1110\sl240\slmult1\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750\b\fs24 POWER-ON STALL\par \pard\nowidctlpar\sl240\slmult1\b0\fs20 \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - The power on stall simulates takeoff/climbout stalls. It can be performed wings level or a bank angle not to exceed 20 degrees.\par - Clear area. Establish level flight on a specified heading or bank angle at an altitude that assures recovery above 1500 ft AGL\par - Raise nose to an attitude which the aircraft will not maintain airspeed at full throttle. (approximately 20 degrees nose high), Apply approximately 75% power. Use rudder to coordinate flight.\par - At stall indication (buffet, nose drop, wing drop, side movement of nose) ease stick forward to reduce pitch attitude/AOA while advancing throttle to maximum. Use coordinated rudder/aileron inputs to return to wings level flight.\par - Continue recovery until climbing/accelerating well above stall speed. =20 \b\par \pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750\par \b0\par \b\fs24 POWER-OFF STALL\par \pard\nowidctlpar\li750\sl240\slmult1\b0\fs20 \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - The power off stall simulates a stall during a flaps down approach. It can be practiced with flaps=2020 or 40 deg (or no flap) and wings level or with a bank angle up to \par \pard\nowidctlpar\li1110\sl240\slmult1 30 degrees maximum.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Clear area. Select an altitude that assures recovery by 1500 ft AGL. Slow to 90 mph and select flaps 20 or 40.\par - Slow to final approach speed (80 mph) and set up a descent similar to=20final approach.\par - Reduce power and raise nose, allowing airspeed to slowly bleed off. Maintain this pitch attitude until the stall indications.\par - At stall indications ease stick forward to break stall while applying full throttle. Apply \par \pard\nowidctlpar\li1110\sl240\slmult1 coordinated rudder/aileron inputs to=20roll wings level. If flaps were at 40 degrees retract to 20 degrees.\par - When climbing/accelerating above 80 mph, retract flaps to zero.\par \par \par \b NOTE\par \b0\par To prevent flap damage, ensure flaps are retracted prior to accelerating above 100 mph. \par \par \par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs24 =20 SLOW FLIGHT\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par - The objective of slow flight is to practice maneuvering the aircraft in various configurations at 20% above stall speed. (1.2 x stall speed)\par - Minimum altitude during steep turns is 1500 ft AGL. Start a minimum of 2000 ft AGL \par \pard\nowidctlpar\li1110\sl240\slmult1 to allow for altitude deviations.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Airspeed for slow flight: Flaps 20/40 - 60-65 MPH, Flaps up -65- 70 MPH\par - Use coordinated rudder/aileron inputs for all maneuvering.\par - Turns should be practiced with up to 30 degrees of bank in level flight, 20 degrees in \par \pard\nowidctlpar\li1110\sl240\slmult1 climbing or descending flight. \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - The high power settings=20and slow speed associated with slow flight can cause the CHT \par \pard\nowidctlpar\li1110\sl240\slmult1 and oil temperature to raise. Monitor CHT/oil temps within limits during slow flight.\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs24 =20STEEP TURNS \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par - Practicing steep turns improves the crosscheck required to maneuver the aircraft while maintaining level flight.\par - Steep turns must be performed above 1500 ft AGL. Start a minimum of 2000 ft AGL to \par \pard\nowidctlpar\li1110\sl240\slmult1 allow for deviations.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Start the steep turn at=20100-160 mph. Roll into 45 degrees of bank and increase back \par \pard\nowidctlpar\li1110\sl240\slmult1 pressure as required to maintain level flight. Maintain entry airspeed. A slight power increase is required to=20maintain entry airspeed. Roll out on predesignated headings to \par practice leading your rollout.\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Attempt to remain within 100 ft of entry altitude, 10 mph of entry airspeed, and maintain within 5 degrees of bank angle.\par - Steep turns may also be practiced at 50 - 60 degrees of bank using 140-180 mph\par \pard\nowidctlpar\li1110\sl240\slmult1\par \par \par \par \par \par \par \par \par \par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs28 AEROBATIC MANEUVER CONCEPTS\par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\fi-360\li540\sl240\slmult1\tx900\b\par \pard\nowidctlpar\fi-405\li1515\sl240\slmult1\tx1515\fs24 FAA RULES CONCERNING AEROBATIC FLIGHT \par \pard\nowidctlpar\li1110\sl240\slmult1\par \fs20 - FAA definition of aerobatics (91.303)\b0 - Intentional maneuver involving abrupt \par change in attitude, or abnormal acceleration not necessary for normal flight. \par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\li1110\sl240\slmult1\b - Aerobatic flight restrictions (91.303\b0 ) \par \par - Not over congested area of city/town/settlement or open assembly of persons\par - Not within lateral boundaries of class B,C,D, or E airspace designated for airport.\par - Not within 4 nm of airway centerline\par - Not below 1500 ft AGL \par - Flight visibility 3 sm or greater \par \par \b - When is a parachute required? (91.307)\b0 When carrying someone other than a crew- \par member and bank is greater than 60 deg or pitch attitude greater than +/- 30 degrees \par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-405\li1515\sl240\slmult1\tx1035\tx1515\b\fs24 AIRCRAFT=20FUEL SYSTEM CONSIDERATIONS \par \pard\nowidctlpar\li1110\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1470\sl240\slmult1 - This aircraft\rquote s fuel system is designed for positive or negative G aerobatics. The right \par \pard\nowidctlpar\li1110\sl240\slmult1 fuel tank contains a flop tube that allows fuel to flow under negative G. The left tank \par inlet tube is only submerged under positive G. The right tank=20should be used \par whenever possible for aerobatics. The left tank should be limited to .5 G.\par - The fuel tanks should be balanced as closely as possible prior=20to aerobatics. \par \par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 \fs24 \b =20 AIRCRAFT OIL SYSTEM LIMITATIONS\b0\fs20 - This aircraft does not have=20an \par inverted oil system and is designed for positive G aerobatics only. Minimum G for \par maneuvering is +.5 G. \par \pard\nowidctlpar\sl240\slmult1\par \b\fs24 AIRCRAFT G LIMITS \par \pard\nowidctlpar\sl240\slmult1\tx360\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0\fs20 =20 \b - At or below aerobatic gross weight (1375 lb) =20\par =20 \par \b0 - Symmetric - +/- 6 G\rquote s=20 \par - Asymmetric - +/- 4.0G\rquote s =20 \par \pard\nowidctlpar\sl240\slmult1\tx360\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 \b - Above aerobatic gross weight (1650 lb maximum) =20 \par \pard\nowidctlpar\sl240\slmult1 \par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0 =20 - Symmetric - +/- 5.0 G\rquote s\par - Asymmetric - +/- 3.3 G\rquote s =20 \par \pard\nowidctlpar\sl240\slmult1\tx360\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 -=20 If the aircraft is over G\rquote d, land as soon as practical and inspect for damage. For a \par \pard\nowidctlpar\sl240\slmult1 major over G, (greater than 20% over G limits) a controllability check should be \par performed prior to landing. (See Section 3, Emergency Procedures) \par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 \b\fs24\par \pard\nowidctlpar\sl240\slmult1\b0 \b WEIGHT/CG LIMITS =20 \par \pard\nowidctlpar\sl240\slmult1\tx360\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0\fs20 =20 - Max aerobatic gross weight (6 G) - 1375 lb\par - Max gross weight for limited aerobatics (5G) - 1650 lb \par - Aerobatic CG limit - 26.5% MAC/15.37 in aft of wing leading edge. \par \b NOTE\par \pard\nowidctlpar\sl240\slmult1\b0\par \b Aerobatics are prohibited above 1650 lb gross weight.\par \b0\par \par \pard\nowidctlpar\fi-375\li1395\sl240\slmult1\tx1395\b\fs24 MANEUVERING SPEED \par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 -=20 Maneuvering speed at max aerobatic gross weight is 130 mph. Above this speed full \par \pard\nowidctlpar\sl240\slmult1 aft stick deflection=20will result in an over G. Below this speed the aircraft will stall \par prior to over G.\par \pard\nowidctlpar\li1110\sl240\slmult1 - At gross weights below 1375 lb maneuvering speed is lower than 130 mph. At \par weights above 1375 lb the G limit is +/- 5 G\rquote s and thus the maneuvering speed is \par considerably less. \par \par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-375\li1395\sl240\slmult1\tx1395\b\fs24 MANEUVERING ALTITUDE \par \pard\nowidctlpar\li1020\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1395\sl240\slmult1 - Minimum altitude for aerobatics/stalls/slow flight/steep turns is 1500 ft \par \pard\nowidctlpar\li1110\sl240\slmult1 AGL. (FAR 91.303). A =20reasonable altitude to begin maneuvers is 3000 to 5000 ft \par AGL. This allows for a descent during the maneuver as well as allowance for errors \par in the maneuver. \par \par \pard\nowidctlpar\fi-375\li1395\sl240\slmult1\tx1395\b\fs24 SEAT BELTS \par \pard\nowidctlpar\li1020\sl240\slmult1\fs20\par \pard\nowidctlpar\li1395\sl240\slmult1\b0 - Prior to performing aerobatics, check that the lap belt is tight. If a negative G \par \pard\nowidctlpar\li1500\sl240\slmult1 maneuver is performed (planned or unplanned) with a loose lap belt, you \par \pard\nowidctlpar\li1110\sl240\slmult1 will raise several inches off the seat bottom, making aircraft control difficult and \par possibly causing canopy/cranium damage. \par \pard\nowidctlpar\li1020\sl240\slmult1\par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b\fs24 AEROBATIC=20CREW BRIEF \par \pard\nowidctlpar\li1020\sl240\slmult1\b0\fs20 \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par - Passengers/crew members should be briefed prior to any aerobatic=20maneuvers. The \par \pard\nowidctlpar\li1110\sl240\slmult1 briefing, as a minimum, should include the following items\'85 \par - Planned maneuvers \par - Planned G forces \par - A verbal and hand signal indicating a desire to stop maneuvering immediately. =20 \par \pard\nowidctlpar\sl240\slmult1 - Location/use of puke bag. \par \pard\nowidctlpar\li1110\sl240\slmult1 - Change of aircraft=20control (Shaker is the taker)\par - Emergency procedures/loss of aircraft control\par =20 \par \pard\nowidctlpar\sl240\slmult1 \b\fs24 CLEARING =20 \par \pard\nowidctlpar\li1110\sl240\slmult1\b0\fs20\par - Due to rapid altitude changes during aerobatic maneuvers, clearing prior to and \par \pard\nowidctlpar\sl240\slmult1 during maneuvers is essential to safety.\par \b \b0 - Find an area with very little=20traffic prior to performing aerobatics. \par \pard\nowidctlpar\li1110\sl240\slmult1 - Clear area directly ahead of you as well as airspace you will use during maneuver. \par - Perform clearing turns prior to each maneuver. =20 \par - Use of ATC flight following to warn of aircraft in the area is recommended. \par \pard\nowidctlpar\sl240\slmult1 \par \par \par \pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b\fs24 RECOVERY FROM UNUSUAL ATTITUDES \par \pard\nowidctlpar\sl240\slmult1\fs20 \par General Concepts \par \pard\nowidctlpar\li1185\sl240\slmult1 \par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0 - A botched maneuver, insufficient or excessive entry speed, airspeed indicator \par malfunction, or even disorientation can result in a nose high, slow speed or a nose \par low, high speed situation. Improper recovery from a=20these situations can result in \par stall/spin, over G, or even ground impact. \par - The first step is to recognize and confirm that you are in an unusual attitude and that \par you need to recover. Excessive speed is often first recognized by the loud noise of \par air flowing over the aircraft. Slow speed is sometimes first noticed by a very quiet\par cockpit. Very rapid movement of the airspeed indicator/altimeter or pegged VVI \par can be the first clue. Pitch sensitivity can be a first clue of excessive airspeed while \par sluggish control response or even stall indications can indicate slow speed. \par \pard\nowidctlpar\fi-360\li1545\sl240\slmult1\tx900\tx1545\par \b Nose high, slow speed \par \pard\nowidctlpar\li1185\sl240\slmult1\b0\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 - A nose high, slow speed situation can be caused by starting a loop, immelmanm, \par cuban 8, or pitchback with insufficient airspeed or using insufficient G during the \par pullup on vertical maneuvers. Disorientation can also result in a nose high, slow \par speed situation. \par - Once you determine that you are in a nose high, slow speed situation, reduce load \par on the aircraft to approximately \'bd to \'bc G and smoothly apply full throttle. \par - Maintain your present bank angle until the nose drops below the horizon and you \par are accelerating. Once the nose is below the horizon, roll wings level. As the \par airplane reaches a good flying airspeed (90-100 mph), smoothly bring the nose \par back up to horizon. Resist the temptation to pull back up to the horizon too soon \par and/or too aggressively. If your airspeed is still low, your G available will be \par relatively low and this could lead to an accelerated stall during the pullup. \par - The most common error on this recovery is pushing the stick too far forward \par resulting in a negative G stall/spin. Smoothly push to about \'bd to \'bc G. \par \pard\nowidctlpar\li1110\sl240\slmult1 \par \pard\nowidctlpar\li540\sl240\slmult1\b Nose low, high speed=20 \par \pard\nowidctlpar\li1185\sl240\slmult1 \par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0 - This situation could result from starting a split s, or sliceback from an excessive \par speed and/or using insufficient G during the maneuver. =20Disorientation or a muffed \par aerobatic maneuver can also lead to this situation.\par \pard\nowidctlpar\sl240\slmult1 - The first step is to recognize that you are at high speed accelerating. Avoid the \par tendency to jerk abruptly back on the stick due to ground rush. This could result in a \par major over G and even aircraft breakup. If you start your aerobatic maneuver at a safe \par altitude you should have plenty of altitude to effect a recovery.\par - Roll to the nearest horizon while reducing power to idle. If the nose is extremely low (60 \par degrees for example) this may be difficult, especially if inverted. Look out the top and/or \par side of the canopy if necessary to find the horizon. The most critical case here is if you \par are inverted with the nose slightly below the horizon. =20If you fail to roll to the horizon \par before pulling in this scenario you are basically performing a split S, resulting in excessive \par altitude loss and additional speed buildup. If the nose is 90 degrees below the horizon, on \par the other hand, any direction you pull is the same distance to the horizon. \par \pard\nowidctlpar\li1110\sl240\slmult1 - Once wings level with the horizon SMOOTHLY pull the nose back up to the horizon. \par Avoid the tendency to over G the aircraft as it may be pitch sensitive=20due to excessive \par speed and/or out of trim condition during the initial portion of the pull. Use the G meter \par during the pullup if necessary to avoid overstressing the aircraft.\par \pard\nowidctlpar\sl240\slmult1 - Once recovered to level flight add power as necessary to maintain altitude \par \pard\nowidctlpar\li1110\sl240\slmult1 - Many aircraft have been lost due to the pilot\rquote s failure to roll to the nearest horizon \par and/or reduce power prior to pulling out of the dive. =20 \par \fs24 \par \pard\nowidctlpar\sl240\slmult1\b COMMON AEROBATIC ERRORS\fs20 \par \par \pard\nowidctlpar\fi-360\li1095\sl240\slmult1\tx1095 Propeller Overspeed=20 \par \pard\nowidctlpar\sl240\slmult1\b0\par \pard\nowidctlpar\li1095\sl240\slmult1 - Propeller overspeed is most common during an increasing airspeed/decreasing altitude \par \pard\nowidctlpar\li1110\sl240\slmult1 maneuvers such as a split s/sliceback. Reduce power prior to (preferable) or during \par (acceptable) the maneuver to prevent exceeding 2700 RPM during the maneuver. \par - Use the recommended entry parameters in this section (airspeed/power setting) to prevent \par overspeeding the prop/engine. \par \par \pard\nowidctlpar\fi-360\li1095\sl240\slmult1\tx1095\b Aircraft Overspeed \par \pard\nowidctlpar\sl240\slmult1\b0\par \pard\nowidctlpar\li1095\sl240\slmult1 - The RV-6 accelerates relatively fast during steep descents due to the lack of drag inherent \par in it\rquote s design and construction. The RV-6 also has a relatively=20low Vne orf 210 mph. \par These two facts combined with excessive entry speed/power and or improperly performed \par maneuvers can quickly lead to an aircraft overspeed. \par \pard\nowidctlpar\li1110\sl240\slmult1 - Using the recommended parameters/techniques for each maneuver is the best insurance \par against overspeeding the aircraft. The split s and sliceback are the most critical maneuvers \par for airspeed buildup. Be cognizant of nose position, power, and acceleration anytime the \par nose is below the horizon. Anticipate situations that can lead to an overspeed and take \par steps to avoid them. \par - If performing aerobatics in other than smooth air reduce maneuvering speed to prevent \par over G due to gusts. Reduce maximum airspeed to 180 mph. \par - If a maneuver is not going well, transition early to the appropriate unusual attitude \par recovery before the situation gets any worse. \par \pard\nowidctlpar\sl240\slmult1 \par \pard\nowidctlpar\fi-360\li1095\sl240\slmult1\tx1095\b Over G =20 \par \pard\nowidctlpar\li735\sl240\slmult1 \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\par - It is very easy to exceed the maximum G of the aircraft when performing aerobatic \par maneuvers. \par - Do not plan to use the maximum G of the aircraft for any maneuver. Plan a maximum of \par 4.0 G\rquote s symmetric/3.0 G\rquote s asymmetric to allow for G overshoot.\par - Perform \b G awareness turns\b0 prior to each aerobatic session. (See=20description of G \par awareness turns in aerobatic maneuver descriptions later in this section) These turns give \par you the opportunity to reacquaint your body to the feel of 3-4 G\rquote s while performing a \par maneuver simple enough that it allows time to reference the G meter during the maneuver. \par When performing aerobatics there is rarely time to reference the G meter. The eyes should \par be focused outside the aircraft clearing and refining the maneuver. G=20awareness turns \par allow you to calibrate your body to the feel of G\rquote s so reference to the G meter is not \par required. If you are pulling G\rquote s daily this is not much of a problem. If high G \par maneuvering is sporadic, however, G awareness tends to dull. Continue=20to do G awareness \par turns until you can pull right into 4.0 G\rquote s ( +/- .2 G\rquote s) . Check the G meter after \par established in your 4 G turn to confirm your body\rquote s calibration=20to feel of G forces. This \par also gives you an opportunity to practice your \b G straining maneuver\b0 to prevent G \par induced blockout. \par - Aerobatic maneuvers should always be practiced at a high enough altitude that there is \par altitude to recover in the event of a muffed maneuver without overstressing the aircraft. \par - Perform maneuvers below maneuvering speed (130 mph at aerobatic gross weight) \par whenever possible to prevent an over G. \par - Do not perform aerobatic maneuvers in turbulent/gusty conditions to reduce the possibility \par of an over G due to a wind gust. \par - Whenever above maneuvering speed be aware of the possibility of overstressing the \par aircraft. \par - Above all, fly the airplane smoothly, especially in the pitch axis when performing \par aerobatic maneuvers. \par - If an over G occurs the aircraft should be thoroughly inspected prior to the next flight. If \par the over G is greater than 20% or structural damage is suspected, perform a controllability \par check prior to landing. \par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li1095\sl240\slmult1\tx1095\b Disorientation =20 \par \pard\nowidctlpar\sl240\slmult1\b0\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par - The best defense against spatial disorientation during maneuvering is=20to avoid situations \par that make you susceptible to disorientation. The following are some situations that can \par make you susceptible\'85\par \pard\nowidctlpar\li1470\sl240\slmult1 - Performing aerobatic maneuvers=20with insufficient or no training \par \pard\nowidctlpar\li1110\sl240\slmult1 - Performing aerobatics over a calm blue lake or ocean in which sky and ground look \par similar.\par - Performing aerobatics with sinus/nasal congestion and/or while=20self medicating. \par - Performing aerobatics in hazy conditions and/or with a poor horizon. \par - Performing aerobatics in dusk or night conditions. \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - The most important step in recovering from a spatial disorientation situation is \par recognizing that you are disoriented. If this step is not accomplished a recovery is \par probably not possible. \par \pard\nowidctlpar\li1110\sl240\slmult1 - Once you determine you are disoriented, use all possible aids to determine your attitude.\par Find the horizon, refer to the attitude indicator, reference the airspeed indicator, VVI, \par and altimeter to determine if you are climbing or descending. You can also give the \par aircraft to the non-flying pilot (if you have one and he is not also disoriented) \par - Once you determine your attitude, use the previously discussed unusual attitude recovery \par procedures to recover to level flight if required. \par \par \pard\nowidctlpar\sl240\slmult1\par \par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\tx900\b\fs28 MANEUVERS\par \pard\nowidctlpar\sl240\slmult1\tx1065\b0\fs20 \par \b\fs24 G AWARENESS TURNS \par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1 - The purpose of G awareness turns is to familiarize your body with the feel of 3-4 G\rquote s \par while performing a simple maneuver prior to performing more complex aerobatics. \par These turns allow you to calibrate your body with the G meter so reference to the \par accelerometer is not required during subsequent maneuvers. It also warms up the body \par and allows you to practice the G straining maneuver prior to more demanding maneuvers.\par - The G awareness turn is a\b 3-4 G \b0 level or slightly descending turn. Start at approximately \par maneuvering airspeed (\b 130-140 mph)\b0 using \b 80-90 degrees of bank\b0 for approximately \par 90 degrees of turn. Cross check the G meter as required to calibrate your body. Practice \par your G straining maneuver during G awareness turns. \par \par \par \pard\nowidctlpar\fi-495\li360\sl240\slmult1\tx1035\b \fs24 CHANDELLE=20 \par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par - Entry parameters - \b 120 to 150 mph\b0 , approximately \b 75% power\b0 , level to slightly \par \pard\nowidctlpar\li1110\sl240\slmult1 descending flight, lined up with or perpendicular to a ground line reference. \par - Find a road, fence line, or other line reference on the ground. Clear area \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Roll into 45 degrees of bank, then begin a climbing turn, maintaining 45 degrees \par \pard\nowidctlpar\li1110\sl240\slmult1 of bank throughout the first 90 degrees of bank. Attain the highest pitch attitude \par \pard\nowidctlpar\sl240\slmult1 (approximately 20-30 degrees nose high) at 90 degrees of turn.\par \pard\nowidctlpar\sl240\slmult1\tx1470 - As 90 degrees of turn is reached, start rolling out of the turn while maintaining pitch \par \pard\nowidctlpar\li1110\sl240\slmult1 attitude. Use rudder to coordinate flight. Time your roll out so that you are wings level at \par 180 degrees of turn. You should reach the 180 degree point at 60 - 70 mph.\par - After roll out reduce pitch to maintain your exit speed momentarily \par \pard\nowidctlpar\sl240\slmult1\b\fs24\par AEROBATIC CHANDELLE\par \b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par - A variation of the chandelle (after achieving proficiency in the basic=20maneuver) is to use a higher entry speed, \b (160-190 mph)\b0 full power,=20and \b 45-60 \b0 degrees of bank, resulting in a quicker maneuver with a higher pitch attitude. \par \pard\nowidctlpar\li1110\sl240\slmult1 \par \pard\nowidctlpar\sl240\slmult1\fs24 \b LAZY 8 =20 \par \fs20 \par \b0 - Entry parameters - \b 120 - 150 mph\b0 , approximately \b 50-75% power\b0 , level to slightly \par \pard\nowidctlpar\li1110\sl240\slmult1 descending flight, lined up with or perpendicular to your ground reference line. \par - Find a road, fence line, or other line reference on the ground. Clear area. \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Start a climbing turn so that the highest pitch attitude is attained at 45 degrees of turn. At \par this point bank angle should be approximately 30 degrees of bank. =20 \par - During the second 45 degrees of turn, bank increases to 45-60 degrees=20while the nose \par comes back down to the horizon. At 90 degrees of turn you should be at your minimum \par \pard\nowidctlpar\li1110\sl240\slmult1 airspeed (approx 80 mph), 45-60 degrees of bank, with the nose on the horizon. \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Passing the 90 degree point allow the nose to fall below the horizon while slowly rolling \par out and continue turning. \par \pard\nowidctlpar\li1110\sl240\slmult1 - At 135 degrees of turn the nose should be at its lowest point and about 30degrees of \par bank. \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - The final 45 degrees of turn is a gradual pullup to level flight while rolling out at the 180 \par degree point. You should end up at your approximate entry airspeed/altitude. \par \pard\nowidctlpar\li1110\sl240\slmult1 - Repeat in opposite direction.\par \par \pard\nowidctlpar\sl240\slmult1\b\fs24 AEROBATIC LAZY 8 \par \b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par - Another variation of the lazy 8 (after achieving proficiency in the basic maneuver) is performed with a higher entry speed \b (160-190 mph)\b0 and power setting. (75% power) The bank angles at the 90 degree point in the=20maneuver is 90 degrees with much higher/lower pitch attitudes (approximately 30 degrees above/below the horizon) The speed at the top should be approximately 80 mph \par \pard\nowidctlpar\li1110\sl240\slmult1 =20 \par \pard\nowidctlpar\fi-450\li945\sl240\slmult1\tx945\b\fs24 AILERON ROLL =20 \par \pard\nowidctlpar\li495\sl240\slmult1\fs20 \par \pard\nowidctlpar\fi-360\li1500\sl240\slmult1\tx1500 Simple Aileron Roll =20 \par \pard\nowidctlpar\li1140\sl240\slmult1 \par \pard\nowidctlpar\sl240\slmult1\b0 - Entry=20parameters - \b 110 to 190 mph\b0 , power/trim as required to maintain entry speed. \par - Slower entry speeds (110-130 mph) result=20in lighter stick forces and faster roll rates. \par (Full stick deflection causes a thumping=20sound in the ailerons.) \par \pard\nowidctlpar\li1110\sl240\slmult1 - Raise nose \b 20-30 degrees above the horizon\b0 . Neutralize elevator. \par - Hard aileron left or right - minimum \'bd stick throw. =20 \par \pard\nowidctlpar\sl240\slmult1 - Reverse aileron to roll wings level to complete maneuver \par - Recover to level flight. =20\par - Common errors \par - Roll too slow resulting in nose well below horizon. \par - Not neutralizing elevator resulting in nose well below horizon \par \pard\nowidctlpar\li1110\sl240\slmult1 - Starting with nose too low resulting in nose well below horizon. \par \b\par \pard\nowidctlpar\fi-360\li1500\sl240\slmult1\tx1500 Textbook Aileron Roll =20 \par \pard\nowidctlpar\li1140\sl240\slmult1\b0 \par \pard\nowidctlpar\li1110\sl240\slmult1 - Objective is for aircraft to fly a straight line through sky while performing roll. \par Since this aircraft does not have an inverted oil system, the procedure is modified \par for a \b minimum of \'bc to \'bd G. \b0 \par \pard\nowidctlpar\sl240\slmult1 - Entry parameters - \b 120-190 mph\b0 , power/trim as required to maintain entry speed. \par - Start from slightly climbing flight. =20 \par - Begin roll with coordinated rudder and=20aileron with slight back pressure to maintain \par altitude. \par \pard\nowidctlpar\li1110\sl240\slmult1 - Gradually reduce back pressure so that you are \'bc to \'bd G at 90 degrees of bank. As \par the aircraft approaches 90 degrees of bank apply top rudder to=20hold the nose up. \par - As the roll progresses past 90 degrees reduce top rudder and maintain \'bc to \'bd G. \par - As the roll progresses past 180 degrees, increase rudder into turn, so that at 270 \par degree point rudder into turn is maximum. Maintain \'bc to \'bd G. \par - As 270 degrees is passed, rudder is diminished and aft stick pressure is increased so \par that you are at 1 G at the roll out point. \par \pard\nowidctlpar\sl240\slmult1\par \pard\nowidctlpar\fi-360\li495\sl240\slmult1\tx1095\b\fs24 BARREL ROLL \par \par \pard\nowidctlpar\li1095\sl240\slmult1\b0\fs20 - Entry parameters=20- \b 120 to 190 mph\b0 , power as required to maintain entry speed, level =20 \par to slight descent. A speed of about 80 mph at the top is a comfortable maneuver. \par \pard\nowidctlpar\li1110\sl240\slmult1 - Clear area. Find a reference point on the distant horizon. Your objective is to fly \par about a point by about 30 degrees.\par \pard\nowidctlpar\sl240\slmult1 - Start a=202-3 G pullup. Use coordinated rudder/aileron inputs to so that at 90 degrees \par of bank your nose is 30 degrees above your reference point.\par - Continue roll so that at wings level inverted your nose is slightly above the horizon, \par 30 degrees to the other side of your point. You should only be pulling 1-2 G's at this \par point. \par - At this point the roll rate must be increased to prevent dishing out the maneuver into \par a barrel dive. At 270 degrees the nose should be 20 degrees below the reference \par point, 90 degrees of bank. Complete the maneuver with your approximate entry \par parameters. \par - A variation of this maneuver is to fly a larger cone around your reference point ( 40 \par \pard\nowidctlpar\li1110\sl240\slmult1 degrees for example). =20In all cases use caution to avoid dishing out the bottom of the \par maneuver. \par \pard\nowidctlpar\sl240\slmult1\par \par \pard\nowidctlpar\fi-360\li735\sl240\slmult1\tx1095\b\fs24 LOOP =20 \par \pard\nowidctlpar\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1110\sl240\slmult1 - Entry parameters - \b 150 - 190 mph\b0 , power as required to maintain level flight, \par level to slightly descending flight\par - Find a line reference such as a road or fence line. Fly parallel or perpendicular \par to your line reference. Clear area. \par - Start a smooth 3-4 G pullup. As attitude passes vertical ease off stick pressure to \par 2-3 G\rquote s. Look out both sides to ensure a straight pullup. Look back to find horizon. \par - As aircraft approaches inverted, ease off to \'bd G and level wings before nose goes \par below horizon. \par - As nose goes below horizon increase G. Use approximately 2-3 G\rquote s during first \par half of pulldown, 3-4 G\rquote s on second half. Continue to check alignment throughout \par maneuver. Use reference line for straight pullup. \par - Common errors \par - Insufficient G on initial pullup - Results in excessive airspeed loss during pullup \par - Improper G control near top of loop - Can result in accelerated stall or excessive \par altitude loss. \par \pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - If the loop appears to be going poorly, transition to unusual attitude recovery. \par \pard\nowidctlpar\li1110\sl240\slmult1\par \pard\nowidctlpar\sl240\slmult1\fs24 \b IMMELMAN =20 \par \fs20\par \b0 - Entry parameters - \b 160 to 190 mph\b0 - Find line reference on ground. Align parallel or perpendicular and clear area. \par - Start a \b 3 1/2 - 4 G \b0 wings level pullup. As attitude approaches vertical ease off to 2-3 \par G\rquote s. \par - As nose approaches 20 degrees above horizon initiate an aggressive coordinated roll \par to wings level. \par \pard\nowidctlpar\li1110\sl240\slmult1 - Complete maneuver in level flight heading 180 degrees to initial heading. \par \par \pard\nowidctlpar\sl240\slmult1\b\fs24 SPLIT S =20 \par \pard\nowidctlpar\li1020\sl240\slmult1\fs20\par \pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0 =20 - Entry parameters - \b 100-110 mph. 5000 ft AGL minimum\b0 . Power at or below that \par required to maintain speed in level flight. \par \pard\nowidctlpar\sl240\slmult1 - Fly parallel or perpendicular to ground line reference. Clear area. \par - Bring nose up approximately 20 degrees above horizon - perform fast simple 1/2 \par aileron roll and set wings level inverted prior to losing sight of the horizon below the \par nose. \par - Start a 2-3 G straight pulldown. As the nose approaches vertical and speed builds \par G to 3-4 G\rquote s. Look out top of canopy to keep line reference in sight and find horizon. \par - Complete maneuver wings level, level flight 180 degrees from initial heading. \par - Common errors \par - Excessive entry speed/power setting -=20Results in excessive airspeed and/or \par altitude loss. \par - Insufficient initial G - Same result as above \par - Initial roll too slow - No opportunity to set wings level inverted prior to pulldown \par can result in crooked pulldown. =20 \par \fs24\par \pard\nowidctlpar\li720\sl240\slmult1\b CLOVERLEAF\fs20 =20 \par \pard\nowidctlpar\li1020\sl240\slmult1 \par \pard\nowidctlpar\sl240\slmult1\b0 - Entry parameters - \b 150 - 190 mph\b0 , power as required to maintain speed, level to \par slightly descending flight. \par - Find ground line reference. Fly parallel or perpendicular to reference line. Clear \par area. \par - Perform a 2 1/2 - 3 G pullup to 45 deg nose high (heels on horizon)\par - At 45 deg nose high pull the nose over to=20a reference point off either wingtip =20 \par so as to end up wings level inverted perpendicular to initial heading. \par - Pulldown is similar to back half of loop.=20\par - At bottom of pullout continue right into next pullup if desired. \par - Repeat for all four leaves of cloverleaf.=20 \par - Prior to each pulldown ensure there is sufficient altitude for a split S. \par \par \b\fs24 PITCHBACK \par \pard\nowidctlpar\li1020\sl240\slmult1\fs20\par \pard\nowidctlpar\sl240\slmult1\b0 - Entry parameters- \b 140 to 190 mph\b0 , power as required to maintain speed up to=20full \par power, level to slightly descending flight. \par - The pitchback is basically an Immelman tilted 45 degrees from the horizon. \par - Set entry parameters. Clear area. =20\par - Roll into 45 degrees of bank and start a \b 3-4 G\b0 straight pull. Maintain straight pull until \par approaching the horizon at 135 degrees of bank. Approaching 10 degrees above the \par horizon roll perform a coordinated aggressive roll out to wings level. \par \pard\nowidctlpar\li1110\sl240\slmult1 - A variation on the pitchback is to use 30 degrees or 60 degrees of initial bank angle and \par pullup angle. \par \par \pard\nowidctlpar\fi-405\li540\sl240\slmult1\tx945\b\fs24 =20 SLICEBACK \par \pard\nowidctlpar\sl240\slmult1\fs20 \par \b0 - Entry parameters- \b 100 - 120 mph. 5000 ft AGL minimum\b0 . Power at or below \par that required to maintain speed in level flight. \par - The sliceback is basically a split S rotated 45 degrees to the horizon. \par \pard\nowidctlpar\li1110\sl240\slmult1 - Clear area. \par \pard\nowidctlpar\sl240\slmult1 - Bring nose up approximately 20 degrees above horizon. Quickly perform a simple \par aileron roll to 135 degrees of bank. Set=20wings prior to losing sight of the horizon \par below the nose. \par - Perform a straight 2-3 G pull, increasing=20to 3-4 G\rquote s as speed builds up. \par \pard\nowidctlpar\li1110\sl240\slmult1 - You should end up in a 45 degree bank 180 degrees from initial heading. \par - A variations on this maneuver is to use 120 degree or 150 degree initial bank \par angle/pulldown. \par \par \pard\nowidctlpar\fi-360\li1260\sl240\slmult1\tx1260\b\fs24 CUBAN 8/REVERSE CUBAN 8 \par \pard\nowidctlpar\li750\sl240\slmult1\fs20\par \pard\nowidctlpar\sl240\slmult1\b0 - Entry parameters - \b 140 to 190 mph\b0 , power to maintain airspeed, level to slight \par descent. \par - Find line reference on ground. Line up parallel or perpendicular to reference line. \par Clear area and set entry parameters. \par - The initial portion of the maneuver is the same as a loop. As you come over the top \par stop the pulldown approximately 30 degrees below the horizon. Perform a fast, \par simple aileron roll to wings level upright and establish a 45 degree dive. \par - Pull out of the dive with a 3-4 G pull so=20as to be at the bottom of the second leaf at \par same entry parameters and altitude used on the first leaf. Repeat same procedure for \par second leaf, recovering to level flight at the end. \par - Speed builds very rapidly when 30-45 deg nose low and continues to build during \par Initial portion of pullup when the nose is stll below the horizon. Watch your speed \par and lead desired maximum speed to prevent=20an aircraft or propellor overspeed. \par \pard\nowidctlpar\li1110\sl240\slmult1 - A variation of the cuban 8 is the\b REVERSE CUBAN 8. \b0 The entry parameters are the \par same, however the first pullup is to 45 degrees nose high. Approaching 100 - 110 \par Roll inverted then perform a split S. Continue pull through the=20bottom back \par up to 45 degrees nose high and repeat. Always check sufficient altitude for split s \par prior to the pulldown at the top of the maneuver. \par \pard\nowidctlpar\fi-360\li1260\sl240\slmult1\tx1260\par \b\fs24 WIFFERDILL \par \pard\nowidctlpar\li900\sl240\slmult1\b0\fs20\par \pard\nowidctlpar\li1260\sl240\slmult1 - Entry parameters - 120-210 mph, power as required for energy management. Start \par \pard\nowidctlpar\li1110\sl240\slmult1 from any safe altitude. =20 =20 \par \pard\nowidctlpar\sl240\slmult1 - The wifferdill is a fluid maneuver with no set parameters. It is used between other=20 \par maneuvers as required to clear the area,=20set entry parameters, get turned around, \par relax for a few seconds, and gain or lose altitude/energy. It is similiar to a 1/2 \par aerobatic lazy 8 \par but without set entry parameters and up=20to 135 degrees of bank. \par - Set power as required\'85 High power setting to gain energy, low power setting \par to lose energy. \par - Gently pull nose up 20 - 45 degrees nose=20high if airspeed sufficient.. \par \pard\nowidctlpar\li1110\sl240\slmult1 - As you approach desired airspeed, (80 mph for example) roll into 90 to 135 \par degrees of bank. Gently pull aircraft to desired heading. Overbanking allows \par gravity to do some of the work of turning the aircraft, saving energy. \par - Maneuver aircraft from this point as required to attain desired=20parameters. (heading, \par altitude, airspeed) \par - Immediately rolling out is useful for setting up for a split S/sliceback. A dive from \par this point can set you up for an over the top maneuver such as a loop. \par \pard\nowidctlpar\sl240\slmult1 \par \pard\nowidctlpar\li1110\sl240\slmult1 \par } =00 ________________________________________________________________________________
From: PLTDBEEZER(at)aol.com
Date: Aug 01, 2004
Subject: Re: RV aerobatic maneuver parameters
Sorry - My attachment was garbled - here is just the actual maneuver parameters Dave Beizer MANEUVERS G AWARENESS TURNS - The purpose of G awareness turns is to familiarize your body with the feel of 3-4 G=E2=80=99s while performing a simple maneuver prior to performing more complex aerobatics. These turns allow you to calibrate your body with the G meter so reference to the accelerometer is not required during subsequent maneuvers. It also warms up the body and allows you to practice the G straining maneuver prior to more demanding maneuvers. - The G awareness turn is a 3-4 G level or slightly descending turn. Start at approximately maneuvering airspeed (130-140 mph) using 80-90 degrees of bank for approximately 90 degrees of turn. Cross check the G meter as required to calibrate your body. Practice your G straining maneuver during G awareness turns. CHANDELLE - Entry parameters - 120 to 150 mph, approximately 75% power, level to slightly descending flight, lined up with or perpendicular to a ground line reference. - Find a road, fence line, or other line reference on the ground. Clear area - Roll into 45 degrees of bank, then begin a climbing turn, maintaining 45 degrees of bank throughout the first 90 degrees of bank. Attain the highest pitch attitude (approximately 20-30 degrees nose high) at 90 degrees of turn - As 90 degrees of turn is reached, start rolling out of the turn while maintaining pitch attitude. Use rudder to coordinate flight. Time your roll=20out so that you are wings level at 180 degrees of turn. You should reach the 180 degree point at 60 - 70 mph. - After roll out reduce pitch to maintain your exit speed momentarily AEROBATIC CHANDELLE - A variation of the chandelle (after achieving proficiency in the basic maneuver) is to use a higher entry speed, (160-190 mph) full power, and 45-60 degrees of bank, resulting in a quicker maneuver with a higher pitch attitude. LAZY 8 - Entry parameters - 120 - 150 mph, approximately 50-75% power, level to slightly descending flight, lined up with or perpendicular to your ground reference line. - Find a road, fence line, or other line reference on the ground. Clear area. - Start a climbing turn so that the highest pitch attitude is attained at 45 degrees of turn. At this point bank angle should be approximately 30 degrees of bank. - During the second 45 degrees of turn, bank increases to 45-60 degrees while the nose comes back down to the horizon. At 90 degrees of turn you should be at your minimum airspeed (approx 80 mph), 45-60 degrees of bank, with the nose on the horizon. - Passing the 90 degree point allow the nose to fall below the horizon while slowly rolling and continue turning. - At 135 degrees of turn the nose should be at its lowest point and about 30degrees of bank. - The final 45 degrees of turn is a gradual pullup to level flight while rolling out at the 180 degree point. You should end up at your approximate entry airspeed/altitude. - Repeat in opposite direction. AEROBATIC LAZY 8 - Another variation of the lazy 8 (after achieving proficiency in the basic maneuver) is performed with a higher entry speed (160-190 mph)and power setting. (75% power) The bank angles at the 90 degree point in the maneuver is 90 degrees with much higher/lower pitch attitudes (approximately 30 degrees above/below the horizon) The speed at the top should be approximately 80 mph AILERON ROLL Simple Aileron Roll - Entry parameters - 110 to 190 mph, power/trim as required to maintain entry speed. - Slower entry speeds (110-130 mph) result in lighter stick forces and faster roll rates. (Full stick deflection causes a thumping sound in the ailerons.) - Raise nose 20-30 degrees above the horizon. Neutralize elevator. =20 - Hard aileron left or right - minimum =C2=BD stick throw. - Reverse aileron to roll wings level to complete maneuver =20 - Recover to level flight. - Common errors - Roll too slow resulting in nose well below horizon. =20 - Not neutralizing elevator resulting in nose well below horizon - Starting with nose too low resulting in nose well below horizon. Textbook Aileron Roll - Objective is for aircraft to fly a straight line through sky while performing roll. Since this aircraft does not have an inverted oil system, the procedure is modified for a minimum of =C2=BC to =C2=BD G. - Entry parameters - 120-190 mph, power/trim as required to maintain entry speed. - Start from slightly climbing flight. - Begin roll with coordinated rudder and aileron with slight back pressure to maintain altitude. - Gradually reduce back pressure so that you are =C2=BC to =C2=BD G at 90 degrees of bank. As the aircraft approaches 90 degrees of bank apply top rudder to hold the nose up. - As the roll progresses past 90 degrees reduce top rudder and maintain =C2=BC to =C2=BD G. - As the roll progresses past 180 degrees, increase rudder into turn, so that at 270 degree point rudder into turn is maximum. Maintain=20=C2=BC to =C2=BD G. - As 270 degrees is passed, rudder is diminished and aft stick pressure is increased so that you are at 1 G at the roll out point. =20 BARREL ROLL - Entry parameters - 120 to 190 mph, power as required to maintain entry speed, level to slight descent. A speed of about 80 mph at the top is a comfortable maneuver. - Clear area. Find a reference point on the distant horizon. Your objective is to fly about a point by about 30 degrees. - Start a 2-3 G pullup. Use coordinated rudder/aileron inputs to so that at 90 degrees of bank your nose is 30 degrees above your reference point. - Continue roll so that at wings level inverted your nose is slightly above the horizon, 30 degrees to the other side of your point. You should only be pulling 1-2 G's at this point. - At this point the roll rate must be increased to prevent dishing out the maneuver into a barrel dive. At 270 degrees the nose should be 20 degrees below the reference point, 90 degrees of bank. Complete the maneuver with your approximate entry parameters. - A variation of this maneuver is to fly a larger cone around your reference point ( 40 degrees for example). In all cases use caution to avoid dishing out the bottom of the maneuver. LOOP - Entry parameters - 150 - 190 mph, power as required to maintain level flight, level to slightly descending flight - Find a line reference such as a road or fence line. Fly parallel or perpendicular to your line reference. Clear area. - Start a smooth 3-4 G pullup. As attitude passes vertical ease off stick pressure to 2-3 G=E2=80=99s. Look out both sides to ensure a straight pullup. Look back to find horizon. - As aircraft approaches inverted, ease off to =C2=BD G and level wings before nose goes below horizon. - As nose goes below horizon increase G. Use approximately 2-3 G=E2=80=99s during first half of pulldown, 3-4 G=E2=80=99s on second half. Continue to check alignment throughout maneuver. Use reference line for straight pullup. - Common errors - Insufficient G on initial pullup - Results in excessive airspeed loss during pullup - Improper G control near top of loop - Can result in accelerated stall or excessive altitude loss. - If the loop appears to be going poorly, transition to unusual attitude recovery. IMMELMAN - Entry parameters - 160 to 190 mph, Full power, level to slightly descending. - Find line reference on ground. Align parallel or perpendicular and clear area. - Start a 3 1/2 - 4 G wings level pullup. As attitude approaches vertical ease off to 2-3 G=E2=80=99s. - As nose approaches 20 degrees above horizon initiate an aggressive coordinated roll to wings level. - Complete maneuver in level flight heading 180 degrees to initial heading. SPLIT S - Entry parameters - 100-110 mph. 5000 ft AGL minimum. Power at or below that required to maintain speed in level flight. - Fly parallel or perpendicular to ground line reference. Clear area. =20 - Bring nose up approximately 20 degrees above horizon - perform fast simple 1/2 aileron roll and set wings level inverted prior to losing sight of the horizon below the nose. - Start a 2-3 G straight pulldown. As the nose approaches vertical and speed builds G to 3-4 G=E2=80=99s. Look out top of canopy to keep line reference in sight and find horizon. - Complete maneuver wings level, level flight 180 degrees from initial heading. - Common errors - Excessive entry speed/power setting - Results in excessive airspeed and/or altitude loss. - Insufficient initial G - Same result as above - Initial roll too slow - No opportunity to set wings level inverted prior to pulldown can result in crooked pulldown. =20 CLOVERLEAF - Entry parameters - 150 - 190 mph, power as required to maintain speed, level to slightly descending flight. - Find ground line reference. Fly parallel or perpendicular to reference line. Clear rea. - Perform a 2 1/2 - 3 G pullup to 45 deg nose high (heels on horizon) - At 45 deg nose high pull the nose over to a reference point off either wingtip so as to end up wings level inverted perpendicular to initial heading. - Pulldown is similar to back half of loop. - At bottom of pullout continue right into next pullup if desired. - Repeat for all four leaves of cloverleaf. - Prior to each pulldown ensure there is sufficient altitude for a split S. PITCHBACK - Entry parameters- 140 to 190 mph, power as required to maintain speed up to full power, level to slightly descending flight. - The pitchback is basically an Immelman tilted 45 degrees from the horizon. - Set entry parameters. Clear area. - Roll into 45 degrees of bank and start a 3-4 G straight pull. Maintain straight pull until approaching the horizon at 135 degrees of bank. Approaching 10 degrees above the horizon roll perform a coordinated aggressive roll out to wings level. - A variation on the pitchback is to use 30 degrees or 60 degrees of initial bank angle and pullup angle. SLICEBACK - Entry parameters- 100 - 120 mph. 5000 ft AGL minimum. Power at or below that required to maintain speed in level flight. - The sliceback is basically a split S rotated 45 degrees to the horizon. - Clear area. - Bring nose up approximately 20 degrees above horizon. Quickly perform=20a simple aileron roll to 135 degrees of bank. Set wings prior to losing sight of the horizon below the nose. - Perform a straight 2-3 G pull, increasing to 3-4 G=E2=80=99s as speed=20builds up. - You should end up in a 45 degree bank 180 degrees from initial heading. - A variations on this maneuver is to use 120 degree or 150 degree initial bank angle/pulldown. CUBAN 8/REVERSE CUBAN 8 - Entry parameters - 140 to 190 mph, power to maintain airspeed, level to slight descent. - Find line reference on ground. Line up parallel or perpendicular to reference line. Clear area and set entry parameters. - The initial portion of the maneuver is the same as a loop. As you come over the top stop the pulldown approximately 30 degrees below the horizon. Perform a fast, simple aileron roll to wings level upright and establish a 45 degree dive. =20 - Pull out of the dive with a 3-4 G pull. - Speed builds very rapidly when 30-45 deg nose low and continues to build during Initial portion of pullup when the nose is stll below the horizon. Watch your speed and lead desired maximum speed to prevent an aircraft or propellor overspeed. - A variation of the cuban 8 is the REVERSE CUBAN 8. The entry parameters are the same, however the first pullup is to 45 degrees nose high. Approaching 100 - 110 Roll inverted then perform a split S. Continue pull=20through the bottom back up to 45 degrees nose high and repeat. Always check sufficient altitude for split s prior to the pulldown at the top of the maneuver. WIFFERDILL - Entry parameters - 120-210 mph, power as required for energy management. Start from any safe altitude. =20 - The wifferdill is a fluid maneuver with no set parameters. It is used between other maneuvers as required to clear the area, set entry parameters, get turned around, relax for a few seconds, and gain or lose altitude/energy. It is similiar to a 1/2 aerobatic lazy 8 but without set entry parameters and up to 135 degrees of bank. - Set power as required=E2=80=A6 High power setting to gain energy, low power setting to lose energy. - Gently pull nose up 20 - 45 degrees nose high if airspeed sufficient.. - As you approach desired airspeed, (80 mph for example) roll into 90 to 135 degrees of bank. Gently pull aircraft to desired heading. Overbanking allows gravity to do some of the work of turning the aircraft, saving energy. - Maneuver aircraft from this point as required to attain desired parameters. (heading, altitude, airspeed) - Immediately rolling out is useful for setting up for a split S/sliceback. A dive from this point can set you up for an over the top maneuver such as a loop. ________________________________________________________________________________
From: "Rick Caldwell" <racaldwell(at)hotmail.com>
Subject: Re: RV Acro
Date: Aug 01, 2004
I missed the question about RV aerobatics. I built & have a RV-6 and also a One Design and fly aerobatics in both. If someone wants some ideas of these planes, let me know & I'll discuss my experiences. Or come to Central Fl & go flying with me. Rick >From: N925WB1(at)aol.com >Reply-To: aerobatic-list(at)matronics.com >To: aerobatic-list(at)matronics.com >Subject: Re: Aerobatic-List: RV Acro >Date: Fri, 30 Jul 2004 22:31:13 EDT > > >About aerobatics on the RV... > >I don't have any personal experience in the type, but there was a fella >back >home (Warrenton, VA) who put an RV-4 through it's paces in the aerobatic >box >one afternoon. It wasn't his plane, and he's since passed away, so I >can't >really provide any more info. Point is, the RV's can do some manuevers. >I'm >sorry I can't give any more detail, but hopefully this will give you some >encouragement to find more information. > >-Wayne > > http://search.msn.click-url.com/go/onm00200636ave/direct/01/ ________________________________________________________________________________
From: CBRxxDRV(at)aol.com
Date: Aug 01, 2004
Subject: Re: RV Acro
In a message dated 8/1/04 4:32:59 PM Eastern Daylight Time, racaldwell(at)hotmail.com writes: > I missed the question about RV aerobatics. I built & have a RV-6 and also a > > One Design and fly aerobatics in both. If someone wants some ideas of these > planes, let me know & I'll discuss my experiences. Or come to Central Fl & > go flying with me. > ***Lurk mode off *** Central FL :) Sal Capra Lakeland, FL My Home Page http://hometown.aol.com/cbrxxdrv/index.html ________________________________________________________________________________
Date: Aug 02, 2004
From: "Tedi" <f.t(at)wp.pl>
Subject: Re: RV aerobatic maneuver parameters
Date: Mon, 2 Aug 2004 13:34:29 +0200 (\214rodkowoeuropejs... -------Original Message------- From: aerobatic-list(at)matronics.com Date: 08/01/04 17:37:28 Subject: Aerobatic-List: Re: RV aerobatic maneuver parameters cut----------- thanks for exact instructions! That's really nice to hear that some of You are doing aerobatics and RV resists it well. Simply. I started looking for some quick build kit, easy to assemble, but giving ability for some aerobatic figures. I will ask again, what are +/- G param. of RV 4 and 6? Is this +6 / -3 ? What about inverted flight? Is this forbidden only due to engine? Van writes that RV is not 'aerobatic plane', but some basic figures are allowed. If inverted flight is allowed - superb, because man can do some advanced aerobatics (with low G). Tadeusz, PL ________________________________________________________________________________
Date: Aug 02, 2004
From: Tedd McHenry <tedd(at)vansairforce.org>
Subject: Re: RV aerobatic maneuver parameters
Tedi: The RV-3, RV-4, RV-7, and RV-8 are designed for +6/-6 G at their aerobatic gross weight (which is less than normal gross weight). There is no limitation on inverted flight if you install inverted fuel and oil systems. The flight test section of my RV-6 plans says, "If the RV-6 being tested is equipped with inverted fuel and lubrication systems, negative G testing should also be done. Although the airframe is designed for a minimum 6 G limit, testing to about 3 or 3 1/2 negative Gs should be enough to cover the probable stressed to be encountered." I believe the same applies to any of the current RVs except the -9 and -10, which are non-aerobatic models. --- Tedd McHenry Surrey, BC, Canada ________________________________________________________________________________
Date: Aug 02, 2004
From: Scott Bilinski <bilinski@kyocera-wireless.com>
Subject: Re: appart from
Yea Im here, just started flying sport aerobatics in my RV-8a, loops and rolls for now. Need to get spin training soon. Scott Bilinski Eng dept 305 Phone (858) 657-2536 Pager (858) 502-5190 ________________________________________________________________________________
Date: Aug 02, 2004
From: "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us>
Subject: Re: final results
Good job Mark. I wish I could have seen your flights. If you see Nick Onn and Val please tell them I said --Hi. Looks like Sukhoi rule, Cap drool. :-) Working on Sukhoi smoke, finicky system. Later, Rick >>> mark.j(at)yakuk.com 7/30/2004 4:17:26 PM >>> here they are chaps Overall results Provisional scores, last updated 22:30 local time (GMT + 2). Male ranking Rnk. Pilot Cnt. Q prog. Free 1st Un. 2nd Un. Total pp % 1 Michail Mamistov RUS 3061.4964 4510.2923 3783.2032 3672.5326 11966.0281 87.92 2 Sergey Rakhmanin RUS 3035.3316 4466.8843 3674.0876 3689.3639 11830.3358 86.92 3 Oleg Shpolyanskiy RUS 2955.2814 4484.4029 3759.1157 3570.2328 11813.7514 86.80 4 Laurent Narjoux FRA 2838.1574 4495.5194 3576.3350 3636.7635 11708.6179 86.03 5 Jean-Michel Delorme FRA 2846.9089 4540.6545 3573.6341 3588.8986 11703.1872 85.99 6 Eddy Dussau FRA 2952.5844 4387.0775 3674.7399 3566.7128 11628.5302 85.44 7 Victor Chmal RUS 2949.4070 4498.1530 3498.2279 3612.2584 11608.6393 85.29 8 Nicolas Ivanoff FRA 2837.7658 4300.3827 3626.2704 3512.4805 11439.1336 84.05 - Michael Racy IND 2874.9642 4359.2701 3550.2826 3482.7892 11392.3419 83.71 - David Martin IND 2729.6789 4227.2226 3645.7614 3375.8648 11248.8488 82.65 9 Mattieu Roulet FRA 2665.0087 4185.5182 3577.3086 3397.0320 11159.8588 82.00 10 Pierre Marmy SUI 2808.0743 4151.9572 3502.3727 3387.3144 11041.6443 81.13 11 Stephane Chantre FRA 2822.1025 4168.7936 3502.3436 3355.2874 11026.4246 81.02 12 Vladimir Popov RUS 2631.1040 4102.9252 3459.0507 3431.7569 10993.7328 80.78 13 Thomas William Cassells GBR 2785.4060 4111.3180 3412.8617 3327.5854 10851.7651 79.73 14 Vytautas Lapenas LTU 2836.3241 4120.1058 3420.4737 3287.4538 10828.0333 79.56 15 Antanas Marciukaitis LTU 2833.6964 4056.7824 3395.6746 3374.6731 10827.1301 79.55 16 Gerald Cooper GBR 2681.2496 4060.4798 3360.7437 3266.0356 10687.2591 78.53 17 Nick Onn GBR 2622.4658 3927.2859 3412.8288 3309.6429 10649.7576 78.25 18 Maurizio Costa ITA 2664.2331 4047.1999 3309.6832 3225.6199 10582.5030 77.76 - Robert Armstrong IND 2575.5285 3875.1983 3253.6371 3354.9815 10483.8169 77.03 19 Petras Jurgionis LTU 2649.6606 3989.4323 3218.9003 3186.9953 10395.3279 76.38 20 Mark Jefferies GBR 2688.4057 3881.2581 3339.0170 3170.4527 10390.7278 76.35 21 Sergio Dallan ITA 2456.5220 3938.7953 3412.3440 2934.4901 10285.6294 75.57 22 Klaus Schrodt GER 2777.1216 3331.7498 3381.3691 3319.9009 10033.0198 73.72 23 Paolo Zoppi ITA 2646.4449 3812.4382 2849.7264 3262.2698 9924.4344 72.92 24 Juan Velarde ESP 2511.3002 3676.2541 3071.4201 2703.3279 9451.0021 69.44 25 Kester Scrope GBR 2160.7051 3459.1519 3124.5934 6583.7453 48.37 26 Juan Socias ESP 2443.8768 3561.1581 2806.2475 6367.4056 46.78 27 Robert Kowalik POL 2513.5879 3655.9208 2609.3358 6265.2566 46.03 28 Hanspeter Rohner SUI 2567.2272 3690.2897 2458.3628 6148.6525 45.18 29 Anselmo Gamez ESP 2571.4383 3657.9818 2482.3118 6140.2936 45.12 30 Sergio Pla ESP 2498.2365 3505.2734 2614.3909 6119.6643 44.96 31 Guido Giraudo ITA 2460.0437 2843.2774 2759.4527 5602.7301 41.17 32 Francesco Fornabaio ITA 2362.9485 3082.2789 1838.2285 4920.5074 36.15 Female ranking Rnk. Pilot Cnt. Q prog. Free 1st Un. 2nd Un. Total pp % 1 Svetlana Fedorenko RUS 2945.0611 4356.2795 3520.9973 3539.1172 11416.3940 83.88 2 Elena Klimovich RUS 2783.4122 4191.5281 3545.5776 3536.0368 11273.1425 82.83 3 Larisa Radosteva RUS 2734.5117 4167.5152 3478.9422 3481.2605 11127.7179 81.76 4 Pascale Alajouanine FRA 2750.7794 4134.1747 3435.7702 3416.7673 10986.7122 80.73 5 Valentina Drokina RUS 2672.3705 4092.9839 3296.7121 3208.0636 10597.7596 77.87 6 Kathel Boulanger FRA 2630.5397 3784.1584 3272.0165 3294.9354 10351.1103 76.06 7 Elena Corte ITA 2542.1398 3861.7784 2805.7204 3066.0120 9733.5108 71.52 8 Irene Pasini ITA 2347.6105 3459.3912 3042.7341 6502.1253 47.77 9 Val Rahmani GBR 2390.9906 3385.8695 2890.5788 6276.4483 46.12 ________________________________________________________________________________
Date: Aug 02, 2004
From: Rick Basiliere <discrab(at)earthlink.net>
Subject: Re: Decathalon
Tom, et al: I just got back from OSH and saw Bobby Younkin fly a stock 8KCAB acro. UNBELIEVABLE. In your face, tailslides, snaps, hammers... If I had not seen it for my self I would not believe how well the Decathlon did. Tom, you will have a ton of fun with yours. PS. My first...was an 8KCAB. Ricky B -----Original Message----- From: N925WB1(at)aol.com Subject: Re: Aerobatic-List: Decathalon Tom, If you haven't flown a Decathalon yet, you'll surely love it. I did my first 20 hours of flight instruction in one, soloed it, and then some schmoe pancaked it on landing. Total bummer. I was really looking forward to earning my private certificate in that plane. Hopefully one day (when I'm finally out of school) I'll buy one for myself. That'll be sweet. Oh, and I too am on the list. I'm not a big contributor, more of a listener, but encourage activity and will poke in an e-mail or two when I feel that my comments can be of assistance or encouragement. -Wayne Penniless Private Pilot and Airplane Addict Murfreesboro, TN In a message dated 7/30/2004 12:38:38 AM Central Daylight Time, ThomasTholmes512(at)aol.com writes: Yes, but I'm new to the list. Have a Decathlon in pieces, but coming together. Tom ________________________________________________________________________________
Date: Aug 02, 2004
From: Scott Bilinski <bilinski@kyocera-wireless.com>
Subject: Re: Decathalon
How did you like that out side snap at about 500 AGL! Scared the crap out of me! > >Tom, et al: >I just got back from OSH and saw Bobby Younkin fly a stock 8KCAB >acro. UNBELIEVABLE. In your face, tailslides, snaps, hammers... If I >had not seen it for my self I would not believe how well the Decathlon >did. Tom, you will have a ton of fun with yours. PS. My first...was an 8KCAB. >Ricky B > >-----Original Message----- >From: N925WB1(at)aol.com >To: aerobatic-list(at)matronics.com >Subject: Re: Aerobatic-List: Decathalon > > >Tom, > >If you haven't flown a Decathalon yet, you'll surely love it. I did my >first 20 hours of flight instruction in one, soloed it, and then some schmoe >pancaked it on landing. Total bummer. I was really looking forward to >earning >my private certificate in that plane. Hopefully one day (when I'm >finally out >of school) I'll buy one for myself. That'll be sweet. > >Oh, and I too am on the list. I'm not a big contributor, more of a >listener, but encourage activity and will poke in an e-mail or two when I >feel that >my comments can be of assistance or encouragement. > >-Wayne >Penniless Private Pilot and Airplane Addict >Murfreesboro, TN > >In a message dated 7/30/2004 12:38:38 AM Central Daylight Time, >ThomasTholmes512(at)aol.com writes: > >Yes, but I'm new to the list. Have a Decathlon in pieces, but coming >together. >Tom > > Scott Bilinski Eng dept 305 Phone (858) 657-2536 Pager (858) 502-5190 ________________________________________________________________________________
From: "Neil McLeod" <bedrock(at)theriver.com>
Subject: RV Acro
Date: Aug 02, 2004
I, for one, would like to hear about your experiences, I'm building a RV-7 with inverted systems. Neil McLeod -----Original Message----- From: owner-aerobatic-list-server(at)matronics.com [mailto:owner-aerobatic-list-server(at)matronics.com] On Behalf Of CBRxxDRV(at)aol.com Subject: Re: Aerobatic-List: RV Acro In a message dated 8/1/04 4:32:59 PM Eastern Daylight Time, racaldwell(at)hotmail.com writes: > I missed the question about RV aerobatics. I built & have a RV-6 and also a > > One Design and fly aerobatics in both. If someone wants some ideas of these > planes, let me know & I'll discuss my experiences. Or come to Central Fl & > go flying with me. > ***Lurk mode off *** Central FL :) Sal Capra Lakeland, FL My Home Page http://hometown.aol.com/cbrxxdrv/index.html ________________________________________________________________________________
Date: Aug 02, 2004
From: Scott Bilinski <bilinski@kyocera-wireless.com>
Subject: RV Acro
The best information I have seen is in the back of the builders manual. > >I, for one, would like to hear about your experiences, I'm building a RV-7 >with inverted systems. > >Neil McLeod > >-----Original Message----- >From: owner-aerobatic-list-server(at)matronics.com >[mailto:owner-aerobatic-list-server(at)matronics.com] On Behalf Of >CBRxxDRV(at)aol.com >To: aerobatic-list(at)matronics.com >Subject: Re: Aerobatic-List: RV Acro > > >In a message dated 8/1/04 4:32:59 PM Eastern Daylight Time, >racaldwell(at)hotmail.com writes: > > > > I missed the question about RV aerobatics. I built & have a RV-6 and also >a > > > > One Design and fly aerobatics in both. If someone wants some ideas of >these > > planes, let me know & I'll discuss my experiences. Or come to Central Fl & > > > go flying with me. > > > >***Lurk mode off *** > >Central FL :) > > >Sal Capra >Lakeland, FL > My Home Page >http://hometown.aol.com/cbrxxdrv/index.html > > Scott Bilinski Eng dept 305 Phone (858) 657-2536 Pager (858) 502-5190 ________________________________________________________________________________
Date: Aug 02, 2004
From: Neil McLeod <neilmcleod(at)direcway.com>
Subject: Re: RV Acro
Yep, I've read that. I'd still like to hear the thoughts folks with aerobatic experience both RV's and other types of aerobatic planes and any comparisons they would like to make. I realize that the RV series is not intended to be as aerobaticly capable as the One Design. Neil ----- Original Message ----- From: "Scott Bilinski" <bilinski@kyocera-wireless.com> Subject: RE: Aerobatic-List: RV Acro <bilinski@kyocera-wireless.com> > > The best information I have seen is in the back of the builders manual. > > > > > >I, for one, would like to hear about your experiences, I'm building a RV-7 > >with inverted systems. > > > >Neil McLeod > > > >-----Original Message----- > >From: owner-aerobatic-list-server(at)matronics.com > >[mailto:owner-aerobatic-list-server(at)matronics.com] On Behalf Of > >CBRxxDRV(at)aol.com > >To: aerobatic-list(at)matronics.com > >Subject: Re: Aerobatic-List: RV Acro > > > > > >In a message dated 8/1/04 4:32:59 PM Eastern Daylight Time, > >racaldwell(at)hotmail.com writes: > > > > > > > I missed the question about RV aerobatics. I built & have a RV-6 and also > >a > > > > > > One Design and fly aerobatics in both. If someone wants some ideas of > >these > > > planes, let me know & I'll discuss my experiences. Or come to Central Fl & > > > > > go flying with me. > > > > > > >***Lurk mode off *** > > > >Central FL :) > > > > > >Sal Capra > >Lakeland, FL > > My Home Page > >http://hometown.aol.com/cbrxxdrv/index.html > > > > > > > Scott Bilinski > Eng dept 305 > Phone (858) 657-2536 > Pager (858) 502-5190 > > ________________________________________________________________________________
Date: Aug 03, 2004
From: "Tedi" <f.t(at)wp.pl>
Subject: Re: RV aerobatic maneuver parameters
Date: Tue, 3 Aug 2004 07:56:25 +0200 (\214rodkowoeuropejs... ooo :-o I have to get it! (RV) Tedi, PL ps. of course -3,5 is ok. I made -4,5 on MDM-Fox but it was training. -------Original Message------- From: aerobatic-list(at)matronics.com Date: 08/02/04 16:03:04 Subject: Re: Aerobatic-List: Re: RV aerobatic maneuver parameters Tedi: The RV-3, RV-4, RV-7, and RV-8 are designed for +6/-6 G at their aerobatic gross weight ________________________________________________________________________________
Date: Aug 03, 2004
From: Matt Jurotich <mjurotich(at)hst.nasa.gov>
Subject: Re: RV aerobatic maneuver parameters
From the RV web site <www.vansaircraft.com> The RVs have a design stress limit of +6 and -3Gs at aerobatic gross weights: 1375 lbs for the RV-4 and RV-6/6A, and 1600 lbs for the RV-7/7A, and RV-8/8A. This equates to an ultimate or failure limit of +9 and -4.5 Gs. Matthew M. Jurotich NASA/Goddard Space Flight Center Swales contractor to the JWST ISIM Systems Engineer m/c : 443 e-mail mail to: phone : 301-286-5919 fax : 301-286-7021 JWST URL: <http://ngst1.gsfc.nasa.gov ________________________________________________________________________________
Date: Aug 03, 2004
From: Ken Balch <kbalch(at)cfl.rr.com>
Subject: Re: RV aerobatic maneuver parameters
With respect to the RV-8, the aerobatic gross weight is 1550 for all wings built before Van's incorporated matched-hole construction into the -8's wing kit. RV-8s with wing kits manufactured since then (about three years ago), have an aerobatic gross weight of 1600. If you're not sure about an -8 you're considering purchasing, get the builder's serial number and check with Van's. The RV-8 does wonderful 'gentlemen's aerobatics', as Van's likes to put it. Rolling & looping figures are easy to do and spins are no problem at all. Remember that there are really two kinds of aerobatics: the kind that looks & feels good from the cockpit, performed only for the pilot's pleasure, and the kind that looks right to the judges and how it feels in the cockpit is irrelevant. The RV-8 excels at the former sort and, while it can be forced into performing the latter sort, it is a less than ideal platform for competition. The airplane is so clean and accelerates so fast that you'd need to pull more g to stay in the box than this plane should be subjected to. An RV-8 with a 200 hp c/s setup will easily fly along in the yellow arc at cruise (or aerobatic) power. There's almost 80 knots between Va & Vne, so it's very, very easy to over-g the airplane if you're trying to keep a competition routine in the box. With care & practice, it's certainly possible to do a sportsman sequence in the -8, but I wouldn't want to push it any harder than that. Regards, Ken Balch RV-8 N118KB Pitts Model 12 N612KB (under construction) Matt Jurotich wrote: >The RVs have a design stress limit of +6 and -3Gs at aerobatic gross >weights: 1375 lbs for the RV-4 and RV-6/6A, and 1600 lbs for the RV-7/7A, and RV-8/8A. This equates to an ultimate or failure limit of +9 and -4.5 Gs. > > ________________________________________________________________________________
Date: Aug 03, 2004
From: Scott Bilinski <bilinski@kyocera-wireless.com>
Subject: Re: RV Acro
There was a article in the RVator a while back and it discussed the preparation of an RV-4 for competition aerobatics. > >Yep, I've read that. I'd still like to hear the thoughts folks with >aerobatic experience both RV's and other types of aerobatic planes and any >comparisons they would like to make. I realize that the RV series is not >intended to be as aerobaticly capable as the One Design. > >Neil >----- Original Message ----- >From: "Scott Bilinski" <bilinski@kyocera-wireless.com> >To: >Subject: RE: Aerobatic-List: RV Acro > > ><bilinski@kyocera-wireless.com> > > > > The best information I have seen is in the back of the builders manual. > > > > > > > > > > >I, for one, would like to hear about your experiences, I'm building a >RV-7 > > >with inverted systems. > > > > > >Neil McLeod > > > > > >-----Original Message----- > > >From: owner-aerobatic-list-server(at)matronics.com > > >[mailto:owner-aerobatic-list-server(at)matronics.com] On Behalf Of > > >CBRxxDRV(at)aol.com > > >To: aerobatic-list(at)matronics.com > > >Subject: Re: Aerobatic-List: RV Acro > > > > > > > > >In a message dated 8/1/04 4:32:59 PM Eastern Daylight Time, > > >racaldwell(at)hotmail.com writes: > > > > > > > > > > I missed the question about RV aerobatics. I built & have a RV-6 and >also > > >a > > > > > > > > One Design and fly aerobatics in both. If someone wants some ideas of > > >these > > > > planes, let me know & I'll discuss my experiences. Or come to Central >Fl & > > > > > > > go flying with me. > > > > > > > > > >***Lurk mode off *** > > > > > >Central FL :) > > > > > > > > >Sal Capra > > >Lakeland, FL > > > My Home Page > > >http://hometown.aol.com/cbrxxdrv/index.html > > > > > > > > > > > > Scott Bilinski > > Eng dept 305 > > Phone (858) 657-2536 > > Pager (858) 502-5190 > > > > > > Scott Bilinski Eng dept 305 Phone (858) 657-2536 Pager (858) 502-5190 ________________________________________________________________________________
Date: Aug 03, 2004
From: Tedd McHenry <tedd(at)vansairforce.org>
Subject: Re: RV aerobatic maneuver parameters
On Tue, 3 Aug 2004, Matt Jurotich wrote: > From the RV web site <www.vansaircraft.com> > The RVs have a design stress limit of +6 and -3Gs at aerobatic gross > weights: 1375 lbs for the RV-4 and RV-6/6A, and 1600 lbs for the RV-7/7A, > and RV-8/8A. This equates to an ultimate or failure limit of +9 and -4.5 Gs. Matt's right. Does anybody know when this changed, and why? My RV-6 builder's manual definitely says plus AND minus 6 G, which I thought was "common knowledge" about RVs up until today. This is a very large and surprising change in the airplane's specifications. Tedd McHenry Surrey, BC, Canada ________________________________________________________________________________
Date: Aug 03, 2004
From: Tedd McHenry <tedd(at)vansairforce.org>
Subject: Re: RV aerobatic maneuver parameters
One aspect of RV aerobatics that might be of interest to some on the list: the RV handles a lot like a military training jet. One reason I picked an RV was that I was looking for something that had the feel and "fun coefficient" of the jets I instructed on in the Canadian air force. The first time I flew an RV I knew I had found it. The control feel is lighter, of course, and the speeds much less, but the feeling you get looping and rolling the plane, and the ease with which it performs those kinds of manoeuvres, are very jet-like. Tedd McHenry Surrey, BC, Canada ________________________________________________________________________________
From: "Ron C" <ronc(at)metropolisdesign.com>
Subject: RV Acro
Date: Aug 03, 2004
Rick- Thanks for the post. I have a HR2 and am building a one design. I am very interested in your thoughts about the OD and its performance/flying qualities. A few questions: 1. What power plant/ prop combo do you have? 2. Who built your engine? 3. How did your overall weight come out? 4. How are stick forces and overall coordination of the Od versus your -6? Thanks. Ron Carter, Farmington, UT ---------------------------------------------------- This mailbox protected from junk email by MailFrontier Desktop from MailFrontier, Inc. http://info.mailfrontier.com -----Original Message----- From: owner-aerobatic-list-server(at)matronics.com [mailto:owner-aerobatic-list-server(at)matronics.com] On Behalf Of Rick Caldwell Subject: Re: Aerobatic-List: RV Acro --> I missed the question about RV aerobatics. I built & have a RV-6 and also a One Design and fly aerobatics in both. If someone wants some ideas of these planes, let me know & I'll discuss my experiences. Or come to Central Fl & go flying with me. Rick >From: N925WB1(at)aol.com >Reply-To: aerobatic-list(at)matronics.com >To: aerobatic-list(at)matronics.com >Subject: Re: Aerobatic-List: RV Acro >Date: Fri, 30 Jul 2004 22:31:13 EDT > > >About aerobatics on the RV... > >I don't have any personal experience in the type, but there was a fella >back >home (Warrenton, VA) who put an RV-4 through it's paces in the aerobatic >box >one afternoon. It wasn't his plane, and he's since passed away, so I >can't >really provide any more info. Point is, the RV's can do some manuevers. >I'm >sorry I can't give any more detail, but hopefully this will give you some >encouragement to find more information. > >-Wayne > > http://search.msn.click-url.com/go/onm00200636ave/direct/01/ == direct advertising on the Matronics Forums. == == == ________________________________________________________________________________
From: "Ron C" <ronc(at)metropolisdesign.com>
Subject: Re: RV aerobatic maneuver parameters Date:
Date: Aug 03, 2004
One of the best sources for detailed info on all aspects of the Vans series of A/C is the RV ator newsletter and the book 14 years of the rvator or what ever it is up to now a days. Back in the '80's Van wrote a lot more about his design philosophy and why he designed the 4 the way he did. The rvator has a lot of info about flying aerobatics in the 4 with detailed analysis of each maneuver and what to watch out for. Ron Carter, HR2 pilot/builder/owner. ---------------------------------------------------- This mailbox protected from junk email by MailFrontier Desktop from MailFrontier, Inc. http://info.mailfrontier.com -----Original Message----- From: owner-aerobatic-list-server(at)matronics.com [mailto:owner-aerobatic-list-server(at)matronics.com] On Behalf Of Tedi Subject: Re: Aerobatic-List: Re: RV aerobatic maneuver parameters Date: -------Original Message------- From: aerobatic-list(at)matronics.com Date: 08/01/04 17:37:28 Subject: Aerobatic-List: Re: RV aerobatic maneuver parameters cut----------- thanks for exact instructions! That's really nice to hear that some of You are doing aerobatics and RV resists it well. Simply. I started looking for some quick build kit, easy to assemble, but giving ability for some aerobatic figures. I will ask again, what are +/- G param. of RV 4 and 6? Is this +6 / -3 ? What about inverted flight? Is this forbidden only due to engine? Van writes that RV is not 'aerobatic plane', but some basic figures are allowed. If inverted flight is allowed - superb, because man can do some advanced aerobatics (with low G). Tadeusz, PL == direct advertising on the Matronics Forums. == == == ________________________________________________________________________________
From: "Lee Taylor" <leetay(at)comcast.net>
Subject: RV Acro
Date: Aug 03, 2004
GUYS: Those of you who have RV's, and want to do acro. From a long-time acro instructor. ALL of the RV's are designed with prop shaft extensions, and please be aware that this single factor is tremendously limiting in pulling any kind of "G" with these planes, or in doing any kind of high-angular-velocity changes. Remember that the prop is a tremendous gyroscope, and as such, when you introduce high angular rate changes, the forces on that gyroscope are tremendous, and when you add in the moment arm of that prop shaft extension, you are placing unrealistic loads on the crankshaft. If you continue with this action, the inevitable result will be, one day, that your prop instantaneously departs from the plane. There will be no warning, the crank will just break, and all that forward weight will be lost. Think about what that does to your CG, and then decide if you want to continue doing any kind of serious acro in your RV's. Van says that it is not an acro bird. He's right. It is a wonderful plane, but it isn't designed for this kind of flight. Lee Taylor ________________________________________________________________________________
Date: Aug 03, 2004
From: Scott Bilinski <bilinski@kyocera-wireless.com>
Subject: Re: RV Acro
> > ALL of the RV's are designed with prop shaft extensions, Are you sure? I dont have a prop spacer. Or are you talking fixed pitch only? I think they require a spacer. Scott Bilinski Eng dept 305 Phone (858) 657-2536 Pager (858) 502-5190 ________________________________________________________________________________
Date: Aug 03, 2004
From: Robert Miller <horsepilot(at)sbcglobal.net>
Subject: remove
Please remove my e-mail address from the aerobatic postings. Thanks bob ________________________________________________________________________________
From: "Rick Caldwell" <racaldwell(at)hotmail.com>
Subject: RV Acro
Date: Aug 03, 2004
Ron, My One Design has the 200 hp angle valve engine that was built up by Monty Barrett in Tulsa. I have a three blade wood Performance prop. The empty wt is 1,000#. The extra weight is from carbon/epoxy over the plywood wing. I didn't build this part and I would have used a lightwieght FG/epoxy layup. But still, the perfomance of the 1D is phenominal. I share a hangar with Steen Aerolab's yellow Skybolt with a Barrett six cyl engine & CS Hoffman and we climb about the same. The roll rate of the 1D makes the RV seem slow as Christnas. The control forces (I have spades) are very light and very little stick force change with Gz. The only bad manner the 1D has is that it requires airspeed to pull. I do not loop below 160 mph. The wing buffets if you pull too much going too slow. But then, it is a fast plane so it is easy to get speed. The RV-6 I have is a 160 hp/CS Hartzell (no prop extension). It is also fun to fly and about opposite to the 1D. Its wing just keeps holding on. I can pull up to loop from 120 kts. OK, it is not a round one but I can still keep the juice flowing thru the carb. The stick is heavier than the 1D and it does built up resistance with airspeed. The flying in the RV is more flowing and smooth compared to the competion aerobatics I practice in the 1D. The RV really does put a grin on your face as you fly thru Cuban 8's, cloverleafs, immelmans, barrelrolls, loops, reverse Cubans and then all the formation flying I do with other RVs. Not to mention it goes X-C just fine and comfortable. That can't be beat. I couldn't imagine spending a whole day in the 1D going straight & level. I would have to put pillows over the spar. Rick >From: "Ron C" <ronc(at)metropolisdesign.com> >Reply-To: aerobatic-list(at)matronics.com >To: >Subject: RE: Aerobatic-List: RV Acro >Date: Tue, 3 Aug 2004 09:39:43 -0600 > > >Rick- > >Thanks for the post. > >I have a HR2 and am building a one design. I am very interested in your >thoughts about the OD and its performance/flying qualities. A few >questions: > >1. What power plant/ prop combo do you have? > >2. Who built your engine? > >3. How did your overall weight come out? > >4. How are stick forces and overall coordination of the Od versus your >-6? > > >Thanks. > http://search.msn.click-url.com/go/onm00200636ave/direct/01/ ________________________________________________________________________________
Date: Aug 03, 2004
From: Ken Balch <kbalch(at)cfl.rr.com>
Subject: Re: RV Acro
Lee Taylor wrote: >GUYS: Those of you who have RV's, and want to do acro. > From a long-time acro instructor. > > ALL of the RV's are designed with prop shaft extensions > Not true. While certainly the case with the earlier birds, the 'modern' RVs (the -7 & -8, anyway) do not require the prop extensions. My RV-8 (Lyc. IO-360-A1B6 & Hartzell c/s) doesn't have one. This was one of my deciding issues when I built the plane: I didn't want a bird with a prop extension. > Van says that it is not an acro bird. He's right. It is a wonderful plane, but it isn't designed for this kind of flight. > > True to a point. So long as one differentiates between 'sport aerobatics' & competition aerobatics, the RV can be safely flown throughout a wide range of maneuvers. Regards, Ken Balch RV-8 N118KB Pitts Model 12 N612KB (under construction) ________________________________________________________________________________
Date: Aug 04, 2004
From: "Tedi" <f.t(at)wp.pl>
Subject: Re: RV Acro
Date: Wed, 4 Aug 2004 08:31:31 +0200 (\214rodkowoeuropejs... ho ho what a discussion I started ;)) so, simply, RV can do aerobatics, but shouldn't be used for teaching. I can be flown just for fun, not for judges. right? It was really interesting discussion about prop extension. I am newbe in RVs - please explain "One Design" - thanks Tadeusz Forgacz, PL info(at)bianco.pl -------Original Message------- From: aerobatic-list(at)matronics.com Date: 08/03/04 21:02:34 Subject: Re: Aerobatic-List: RV Acro Lee Taylor wrote: >GUYS: Those of you who have RV's, and want to do acro. > From a long-time acro instructor. > > ALL of the RV's are designed with prop shaft extensions > Not true. While certainly the case with the earlier birds, the 'modern' RVs (the -7 & -8, anyway) do not require the prop extensions. My RV-8 (Lyc. IO-360-A1B6 & Hartzell c/s) doesn't have one. This was one of my deciding issues when I built the plane: I didn't want a bird with a prop extension. > Van says that it is not an acro bird. He's right. It is a wonderful plane, but it isn't designed for this kind of flight. > > True to a point. So long as one differentiates between 'sport aerobatics' & competition aerobatics, the RV can be safely flown throughout a wide range of maneuvers. Regards, Ken Balch RV-8 N118KB Pitts Model 12 N612KB (under construction) ________________________________________________________________________________
From: "Ron C" <ronc(at)metropolisdesign.com>
Subject: RV Acro
Date: Aug 04, 2004
Thanks for the report. I'll save it for when I get ready to purchase all the fun stuff- engine prop etc. Ron ---------------------------------------------------- This mailbox protected from junk email by MailFrontier Desktop from MailFrontier, Inc. http://info.mailfrontier.com -----Original Message----- From: owner-aerobatic-list-server(at)matronics.com [mailto:owner-aerobatic-list-server(at)matronics.com] On Behalf Of Rick Caldwell Subject: RE: Aerobatic-List: RV Acro --> Ron, My One Design has the 200 hp angle valve engine that was built up by Monty Barrett in Tulsa. I have a three blade wood Performance prop. The empty wt is 1,000#. The extra weight is from carbon/epoxy over the plywood wing. I didn't build this part and I would have used a lightwieght FG/epoxy layup. But still, the perfomance of the 1D is phenominal. I share a hangar with Steen Aerolab's yellow Skybolt with a Barrett six cyl engine & CS Hoffman and we climb about the same. The roll rate of the 1D makes the RV seem slow as Christnas. The control forces (I have spades) are very light and very little stick force change with Gz. The only bad manner the 1D has is that it requires airspeed to pull. I do not loop below 160 mph. The wing buffets if you pull too much going too slow. But then, it is a fast plane so it is easy to get speed. The RV-6 I have is a 160 hp/CS Hartzell (no prop extension). It is also fun to fly and about opposite to the 1D. Its wing just keeps holding on. I can pull up to loop from 120 kts. OK, it is not a round one but I can still keep the juice flowing thru the carb. The stick is heavier than the 1D and it does built up resistance with airspeed. The flying in the RV is more flowing and smooth compared to the competion aerobatics I practice in the 1D. The RV really does put a grin on your face as you fly thru Cuban 8's, cloverleafs, immelmans, barrelrolls, loops, reverse Cubans and then all the formation flying I do with other RVs. Not to mention it goes X-C just fine and comfortable. That can't be beat. I couldn't imagine spending a whole day in the 1D going straight & level. I would have to put pillows over the spar. Rick >From: "Ron C" <ronc(at)metropolisdesign.com> >Reply-To: aerobatic-list(at)matronics.com >To: >Subject: RE: Aerobatic-List: RV Acro >Date: Tue, 3 Aug 2004 09:39:43 -0600 > >--> > >Rick- > >Thanks for the post. > >I have a HR2 and am building a one design. I am very interested in your >thoughts about the OD and its performance/flying qualities. A few >questions: > >1. What power plant/ prop combo do you have? > >2. Who built your engine? > >3. How did your overall weight come out? > >4. How are stick forces and overall coordination of the Od versus your >-6? > > >Thanks. > http://search.msn.click-url.com/go/onm00200636ave/direct/01/ == direct advertising on the Matronics Forums. == == == ________________________________________________________________________________
From: "Ron C" <ronc(at)metropolisdesign.com>
Subject: RV Acro Date: Wed, 4 Aug 2004 08:31:31 +0200
(\214rodkowoeuropejs...
Date: Aug 04, 2004
The One Design is an aerobatic, plans built, mono wing aircraft. Single seat, small and relatively high performance for a minimum investment. Plans and parts/ kits etc are available through Aircraft spruce and several other suppliers. Search online for more info. I know of one partial kit available with plans and most welding complete for $2,500 or so. Ron Carter 801-699-2609 cell SLC, UT ---------------------------------------------------- This mailbox protected from junk email by MailFrontier Desktop from MailFrontier, Inc. http://info.mailfrontier.com -----Original Message----- From: owner-aerobatic-list-server(at)matronics.com [mailto:owner-aerobatic-list-server(at)matronics.com] On Behalf Of Tedi Subject: Re: Aerobatic-List: RV Acro Date: Wed, 4 Aug 2004 08:31:31 +0200 (\214rodkowoeuropejs... ho ho what a discussion I started ;)) so, simply, RV can do aerobatics, but shouldn't be used for teaching. I can be flown just for fun, not for judges. right? It was really interesting discussion about prop extension. I am newbe in RVs - please explain "One Design" - thanks Tadeusz Forgacz, PL info(at)bianco.pl -------Original Message------- From: aerobatic-list(at)matronics.com Date: 08/03/04 21:02:34 Subject: Re: Aerobatic-List: RV Acro Lee Taylor wrote: >GUYS: Those of you who have RV's, and want to do acro. > From a long-time acro instructor. > > ALL of the RV's are designed with prop shaft extensions > Not true. While certainly the case with the earlier birds, the 'modern' RVs (the -7 & -8, anyway) do not require the prop extensions. My RV-8 (Lyc. IO-360-A1B6 & Hartzell c/s) doesn't have one. This was one of my deciding issues when I built the plane: I didn't want a bird with a prop extension. > Van says that it is not an acro bird. He's right. It is a wonderful > plane, but it isn't designed for this kind of flight. > > True to a point. So long as one differentiates between 'sport aerobatics' & competition aerobatics, the RV can be safely flown throughout a wide range of maneuvers. Regards, Ken Balch RV-8 N118KB Pitts Model 12 N612KB (under construction) == direct advertising on the Matronics Forums. == == == ________________________________________________________________________________
From: "Scott Tanner" <tannerav8(at)earthlink.net>
Subject: remove
Date: Aug 05, 2004
________________________________________________________________________________
Date: Aug 05, 2004
From: "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us>
Subject: Re: Yak-List: Tail Slides
Egon; First...good for you. Does that fill your hangar or are there to be others? Tailslides, ahhhh! I was trained in my -52 (also -55 and SU-29) by Azat Zaydullin, Ukraine National Champ with 1000's of -52 hours. We did tailslides, I believe the manual was shown to me to indicate "All Aresti maneuver" are acceptable in the -52, the tailslides both wheels up and wheels down are listed in Aresti. The key, same in the Sukhoi, is to "freeze" the controls as the slide initiates and absolutely- positively do not allow the controls to be slammed around during the slide. This will take some effort at least initially until you learn the pressures that will occur trying to rip the stick out of your hands sometimes. When ailerons and rudder are not perfectly centered and elevator is not forced to remain against the stop. I was also taught three tumbles (gyroscopics) in the -52, also flying backwards somewhat during the tumble. Lomcevak, Abra-ca-dab-ra, Adel Weiss. The -52 tolerates "Ulimited" figures well also prop @ 100% (I know that gives some of you chills - and I respect that). An authoritative source here in the US, I would say, is Nikolay Timofeev. As an Aeronautical Engineer and as Russian three time World Champion with at least 100's of -52 hours I would listen to him (as I do RE:my SU-29). His e-mail niktim(at)earthlink.net Also a great one to teach you proper tailslides or whatever, and available from FL. You'll love the -52, do it all, get the best dual, make sure there is nothing besides you and what clothes you decide to wear (pockets totally empty) inside prior to any acro. Oh yes, learn all the emergency recoveries, flat spins et al. You will not - for sure - flat spin out of any tailslides. Why? Because, other than landing and power off spins, the other time ALL power is removed (prior to slide). No power - no flat spin. She may slide more or less depending on technique but will always "play lawn dart" sooner or later with that M14P on the front. Any power left on at the time of slide makes her torque and not a pretty slide. Respectfully, Rick B Comments? Mark - you there? >>> egon(at)hinet.net.au 8/4/2004 11:03:43 PM >>> --> Yak-List message posted by: "egon" Gday all! I have just purchased a Yak 52 to keep my CJ company in the hangar and to feel twice as insulted the next time there is a Yak vs CJ discussion! Seriously though, one of the Yak manuals I have has several question marks next to tail slides under the Aerobatics section. What is the consensus amongst you Yak 52 gurus out there? Are tail slides ok or not? Thanks in advance. Egon. P.S. Life sucks, dont it? ________________________________________________________________________________
From: "Mark Jefferies" <mark.j(at)yakuk.com>
Subject: AWAC results so far
Date: Aug 08, 2004
Rank Pilot Country [Known] pp % 1 Martin VECKO CZE 2146,5183 80,09 2 Gerard BICHET FRA 2125,3291 79,30 3 Gabor VARGA SWE 2100,6206 78,38 4 Frederic CHESNEAU FRA 2091,7484 78,05 5 Gennadiy PETROV RUS 2088,9838 77,95 6 Eltonas MELECKIS LTU 2077,0049 77,50 7 Tomo POLJANEC SLO 2072,6003 77,34 8 Valeriy KORCHAGIN RUS 2061,3166 76,91 9 Glen DELL RSA 2054,7062 76,67 10 Andrey BESPALOV RUS 2052,1685 76,57 11 Petr BISKUP CZE 2046,6922 76,37 12 Mike WISKUS USA 2037,8234 76,04 13 Mark WALDEN GBR 2023,2274 75,49 14 Martin MUCK CZE 2022,7526 75,48 15 Don PETERSON USA 2010,5458 75,02 16 Simon ROY FRA 2010,3406 75,01 17 Rob HOLLAND USA 2008,3705 74,94 18 Anatoly BELOV RUS 2003,0476 74,74 19 Jeff BOERBOON USA 2001,3987 74,68 20 Alexander KURYLEV RUS 1998,7560 74,58 21 Mikko JGERHOLM FIN 1997,3070 74,53 22 Michael GOLAN ISR 1964,2926 73,29 23 Thore THORESEN NOR 1961,9866 73,21 24 Mikhail PEREVERZEV RUS 1957,8571 73,05 25 Jean Michel DENJEAN FRA 1950,8933 72,79 26 Tim JENKINSON GBR 1950,8277 72,79 27 Lenhart HARJU SWE 1948,1492 72,69 28 Linas RUTELIONIS LTU 1946,5520 72,63 29 Vittorio PRIMULTINI ITA 1942,4605 72,48 30 Helmut LUDWIG RSA 1938,5451 72,33 31 Jan ADAMEK CZE 1930,2413 72,02 32 Irina MARKOVA RUS 1925,7088 71,85 33 Stasys NARVILAS LTU 1910,3140 71,28 34 PA GIRARDEAU BEL 1906,9919 71,16 35 Franck SOUBRANE FRA 1895,8803 70,74 36 Lars NAJBJERG DEN 1893,4609 70,65 37 Soren DOLRIIS DEN 1893,0852 70,64 38 Sami KONTIO FIN 1890,7671 70,55 39 Nils-Harald HANSEN NOR 1875,5387 69,98 40 Vladislav BUTENKO RUS 1875,1324 69,97 41 Mike NICCUM USA 1867,0008 69,66 42 Doug SOWDER USA 1865,9602 69,63 43 Gary FERRIMAN GBR 1856,7193 69,28 44 Thomas KORINEK Jr CZE 1848,0517 68,96 45 Richard WILTSHIRE AUS 1844,6474 68,83 46 Wojciech KRUPA POL 1827,1987 68,18 47 Paola CORTE ITA 1823,5802 68,04 48 Donaldas BLEIFERTAS LTU 1818,4556 67,85 49 Jason NEWBURG CAN 1816,5534 67,78 50 Emmanuel FOULON FRA 1816,3088 67,77 51 Francesco VEDOVELLO ITA 1798,6474 67,11 52 Radoslaw RUMSZEWICZ POL 1788,9859 66,75 53 Krzysztof KOSSINKI POL 1718,1112 64,11 54 Zbigniew BASIARZ POL 1701,0640 63,47 55 Miroslav SAZAVSKY CZE 1691,5013 63,12 56 Walt PLENTIS USA 1630,2770 60,83 57 David WRIGHT USA 1609,3322 60,05 58 Frantisek PYTLIK SVK 1584,4543 59,12 59 Cas SMITH GBR 1514,2525 56,50 60 Aidan GRIMLEY GBR 1512,9783 56,45 61 Peter STEIMAN GER 1470,5117 54,87 62 Emilio GENTILE ITA 1467,7600 54,77 Best regards, fly safe-Mark Jefferies For YAK UK Ltd www.yakuk.com Lt Gransden Airfield Sandy, Beds SG19 3BP England. Tel +44 (0)1767 651156. Fax +44 (0)1767 651157 Mobile +44 (0)7785 538 317 Conditions and terms of business Aircraft for sale ________________________________________________________________________________
From: "Wayne" <wayne(at)pedersentransport.com>
Subject: Acro Sport II
Date: Aug 09, 2004
Greetings My wife is just finishing up her private license and wants to get into aerobatics. There is a Acro Sport II for sale and in our budget. I was looking for input from anyone on their experience on this aircraft and the suitability for a "newbie" pilot. Of course she will get the tail wheel transition and intro to aerobatics instruction. Thanks for your help Wayne S.Alberta --- ________________________________________________________________________________
Date: Aug 10, 2004
From: Frank Baldwin <fbaldwin(at)nothnbut.net>
Subject: Re: Acro Sport II
Wayne wrote: > > > Greetings > > My wife is just finishing up her private license and wants to get into > aerobatics. There is a Acro Sport II for sale and in our budget. I was > looking for input from anyone on their experience on this aircraft and the > suitability for a "newbie" pilot. Of course she will get the tail wheel > transition and intro to aerobatics instruction. > > Thanks for your help > > Wayne Wayne, I recently tested a rebuilt EAA Biplane for a low time Private Pilot and I rate it an easy handling taildragger. The Acro Sport may be similar. I flew it off his hard surface narrow runway and took it to a wide grass field where he checked himself out and is now back operating from the hard surface runway. He got checked out quickly, so I can't report on its acro capabilities that I did not get to try. Have fun! Frank ________________________________________________________________________________
From: "Mark Jefferies" <mark.j(at)yakuk.com>
Subject: AWAC free results
Date: Aug 10, 2004
1 Andrey BESPALOV RUS 2783,7485 81,87 2 Glen DELL RSA 2769,8744 81,47 3 Gerard BICHET FRA 2763,2812 81,27 4 Tomo POLJANEC SLO 2744,2283 80,71 5 Martin VECKO CZE 2729,0694 80,27 6 Frederic CHESNEAU FRA 2721,6339 80,05 7 Petr BISKUP CZE 2717,7169 79,93 8 Anatoly BELOV RUS 2713,2788 79,80 9 Valeriy KORCHAGIN RUS 2706,8689 79,61 10 Sami KONTIO FIN 2701,4530 79,45 11 Eltonas MELECKIS LTU 2698,2237 79,36 12 Mike WISKUS USA 2695,6444 79,28 13 Gennadiy PETROV RUS 2691,5699 79,16 14 Tim JENKINSON GBR 2674,7513 78,67 15 Helmut LUDWIG RSA 2651,3168 77,98 16 Mikhail PEREVERZEV RUS 2649,0066 77,91 17 Simon ROY FRA 2641,7730 77,70 18 Gabor VARGA SWE 2640,3200 77,66 19 Martin MUCK CZE 2638,3120 77,60 20 Doug SOWDER USA 2630,3002 77,36 21 Jason NEWBURG CAN 2628,8139 77,32 22 Rob HOLLAND USA 2624,8007 77,20 23 Wojciech KRUPA POL 2615,5145 76,93 24 Mark WALDEN GBR 2607,0103 76,68 25 Mikko JGERHOLM FIN 2603,4347 76,57 26 Don PETERSON USA 2596,7152 76,37 27 Alexander KURYLEV RUS 2584,4812 76,01 28 Irina MARKOVA RUS 2582,4739 75,96 29 Lars NAJBJERG DEN 2581,0098 75,91 30 Mike NICCUM USA 2580,0455 75,88 31 Linas RUTELIONIS LTU 2578,1851 75,83 32 Miroslav SAZAVSKY CZE 2572,7227 75,67 33 Soren DOLRIIS DEN 2558,1858 75,24 34 Franck SOUBRANE FRA 2552,6596 75,08 35 Vladislav BUTENKO RUS 2552,6522 75,08 36 Jeff BOERBOON USA 2548,9976 74,97 37 Vittorio PRIMULTINI ITA 2543,0674 74,80 38 Radoslaw RUMSZEWICZ POL 2515,2386 73,98 39 Richard WILTSHIRE AUS 2512,2498 73,89 40 Frantisek PYTLIK SVK 2491,9709 73,29 41 Cas SMITH GBR 2463,9554 72,47 42 Donaldas BLEIFERTAS LTU 2455,5310 72,22 43 Nils-Harald HANSEN NOR 2440,1157 71,77 44 PA GIRARDEAU BEL 2437,5523 71,69 45 Jean Michel DENJEAN FRA 2419,5346 71,16 46 Stasys NARVILAS LTU 2414,8088 71,02 47 Lennart HARJU SWE 2411,7710 70,93 48 Walt PLENTIS USA 2381,2256 70,04 49 Zbigniew BASIARZ POL 2378,9742 69,97 50 Gary FERRIMAN GBR 2376,2324 69,89 51 Peter STEIMAN GER 2355,6826 69,28 52 Emilio GENTILE ITA 2327,2915 68,45 53 Krzysztof KOSSINKI POL 2312,0966 68,00 54 Thore THORESEN NOR 2295,5800 67,52 55 David WRIGHT USA 2288,3991 67,31 56 Thomas KORINEK Jr CZE 2274,0193 66,88 57 Jago STEMBERGER SLO 2173,6828 63,93 58 Emmanuel FOULON FRA 2150,3432 63,25 59 Michael GOLAN ISR 2077,9640 61,12 60 Aidan GRIMLEY GBR 1763,7800 51,88 61 Jan ADAMEC CZE 1726,1165 50,77 Best regards, fly safe-Mark Jefferies For YAK UK Ltd www.yakuk.com Lt Gransden Airfield Sandy, Beds SG19 3BP England. Tel +44 (0)1767 651156. Fax +44 (0)1767 651157 Mobile +44 (0)7785 538 317 Conditions and terms of business Aircraft for sale ________________________________________________________________________________
From: "Jason Bialek" <jandhbialek(at)hotmail.com>
Subject: Super Mini Plane for sale or trade
Date: Aug 10, 2004
This 150 HP Lycon O320 powered modified Smith has performance exceeding that of a 150HP Pitts S1C. Beautiful red white and blue paint with paint and fabric in good condition. It has inverted fuel and oil and an Ellison TBI. Please go to http://www.geocities.com/jjb8336 for pictures. Please contact me @ 206-850-6536 or via email. Also considering trading this airplane plus cash for a Yak 55 if anyone is interested. Jason Bialek ________________________________________________________________________________
Date: Aug 10, 2004
From: Patrick <bittybipe(at)yahoo.com>
Subject: Re: Super Mini Plane for sale or trade
Nice looking plane Jason. ~Patrick Miniplane project owner Jason Bialek wrote: This 150 HP Lycon O320 powered modified Smith has performance exceeding that of a 150HP Pitts S1C. Beautiful red white and blue paint with paint and fabric in good condition. It has inverted fuel and oil and an Ellison TBI. Please go to http://www.geocities.com/jjb8336 for pictures. Please contact me @ 206-850-6536 or via email. Also considering trading this airplane plus cash for a Yak 55 if anyone is interested. Jason Bialek ________________________________________________________________________________
From: "Mark Jefferies" <mark.j(at)yakuk.com>
Subject: AWAC
Date: Aug 12, 2004
So after free and unknown 1, here are the results. Don PETERSON carries the USA flag at 15th. Astounding that all USA pilots are so close in skill levels !!! Brits are everywhere :>)) Rank Pilot Country [Known] Free Unknown 1 Unknown 2 Unknown 3 Total pp % 1 Glen DELL RSA 2054.7062 2769.8761 2715.8067 5485.6828 81.75 2 Gerard BICHET FRA 2125.3291 2763.3220 2681.2636 5444.5856 81.14 3 Tomo POLJANEC SLO 2072.6003 2744.2328 2616.9177 5361.1505 79.90 4 Anatoly BELOV RUS 2003.0476 2713.1519 2641.1555 5354.3074 79.80 5 Petr BISKUP CZE 2046.6922 2717.7183 2612.1469 5329.8652 79.43 6 Valeriy KORCHAGIN RUS 2061.3166 2706.8790 2600.1464 5307.0254 79.09 7 Andrey BESPALOV RUS 2052.1685 2783.7612 2496.7612 5280.5224 78.70 8 Eltonas MELECKIS LTU 2077.0049 2698.2268 2522.6133 5220.8401 77.81 9 Simon ROY FRA 2010.3406 2641.7795 2570.1539 5211.9334 77.67 10 Martin VECKO CZE 2146.5183 2729.0702 2474.7682 5203.8384 77.55 11 Frederic CHESNEAU FRA 2091.7484 2721.6390 2475.8605 5197.4995 77.46 12 Gennadiy PETROV RUS 2088.9838 2691.5763 2461.5659 5153.1422 76.80 13 Gabor VARGA SWE 2100.6206 2640.3285 2476.3760 5116.7045 76.25 14 Sami KONTIO FIN 1890.7671 2701.4692 2407.5880 5109.0572 76.14 15 Don PETERSON USA 2010.5458 2596.7140 2491.0359 5087.7499 75.82 16 Mikhail PEREVERZEV RUS 1957.8571 2649.0219 2418.4900 5067.5119 75.52 17 Jeff BOERBOON USA 2001.3987 2549.0145 2501.1159 5050.1304 75.26 18 Mike WISKUS USA 2037.8234 2695.6522 2327.4743 5023.1265 74.86 19 Rob HOLLAND USA 2008.3705 2624.7986 2384.1630 5008.9616 74.65 20 Mark WALDEN GBR 2023.2274 2607.0099 2393.9969 5001.0068 74.53 21 Irina MARKOVA RUS 1925.7088 2582.4734 2406.2364 4988.7098 74.35 22 Franck SOUBRANE FRA 1895.8803 2552.6648 2424.6446 4977.3094 74.18 23 Mikko J=C4GERHOLM FIN 1997.3070 2603.4280 2353.9664 4957.3944 73.88 24 Tim JENKINSON GBR 1950.8277 2674.7507 2273.7730 4948.5237 73.75 25 Mike NICCUM USA 1867.0008 2580.0524 2366.4341 4946.4865 73.72 26 Linas RUTELIONIS LTU 1946.5520 2578.1905 2355.6287 4933.8192 73.53 27 Vladislav BUTENKO RUS 1875.1324 2552.6559 2365.6860 4918.3419 73.30 28 Jason NEWBURG CAN 1816.5534 2628.8169 2269.9960 4898.8129 73.01 29 Helmut LUDWIG RSA 1938.5451 2651.3330 2231.9176 4883.2506 72.78 30 Soren DOLRIIS DEN 1893.0852 2558.1925 2315.1719 4873.3644 72.63 31 Martin MUCK CZE 2022.7526 2638.3308 2232.1434 4870.4742 72.59 32 Frantisek PYTLIK SVK 1584.4543 2491.9708 2359.8788 4851.8496 72.31 33 Lars NAJBJERG DEN 1893.4609 2581.0158 2261.9274 4842.9432 72.18 34 Richard WILTSHIRE AUS 1844.6474 2512.2480 2327.6961 4839.9441 72.13 35 Radoslaw RUMSZEWICZ POL 1788.9859 2515.2339 2314.8147 4830.0486 71.98 36 Nils-Harald HANSEN NOR 1875.5387 2440.1423 2370.6615 4810.8038 71.70 37 Alexander KURYLEV RUS 1998.7560 2584.4731 2173.3238 4757.7969 70.91 38 Wojciech KRUPA POL 1827.1987 2615.5159 2130.8644 4746.3803 70.74 39 Vittorio PRIMULTINI ITA 1942.4605 2543.0774 2158.6301 4701.7075 70.07 40 Cas SMITH GBR 1514.2525 2463.9417 2215.7359 4679.6776 69.74 41 Doug SOWDER USA 1865.9602 2630.2913 2043.6454 4673.9367 69.66 42 Gary FERRIMAN GBR 1856.7193 2376.2231 2288.7736 4664.9967 69.52 43 Jean Michel DENJEAN FRA 1950.8933 2419.5406 2237.1773 4656.7179 69.40 44 Lennart HARJU SWE 1948.1492 2411.7633 2235.1946 4646.9579 69.25 45 Zbigniew BASIARZ POL 1701.0640 2378.9682 2241.1440 4620.1122 68.85 46 Miroslav SAZAVSKY CZE 1691.5013 2572.7255 1948.6785 4521.4040 67.38 47 Emmanuel FOULON FRA 1816.3088 2150.3398 2357.5580 4507.8978 67.18 48 Thomas KORINEK Jr CZE 1848.0517 2274.0110 2233.7002 4507.7112 67.18 49 Krzysztof KOSSINSKI POL 1718.1112 2312.0932 2192.6544 4504.7476 67.13 50 Thore THORESEN NOR 1961.9866 2295.5772 2005.2576 4300.8348 64.10 51 David WRIGHT USA 1609.3322 2288.3895 2009.8834 4298.2729 64.06 52 PA GIRARDEAU BEL 1906.9919 2437.5612 1816.7222 4254.2834 63.40 53 Walt PLENTIS USA 1630.2770 2381.2242 1863.9541 4245.1783 63.27 54 Stasys NARVILAS LTU 1910.3140 2414.7997 1800.2992 4215.0989 62.82 55 Donaldas BLEIFERTAS LTU 1818.4556 2455.5430 1639.3856 4094.9286 61.03 56 Emilio GENTILE ITA 1467.7600 2327.2858 1664.5823 3991.8681 59.49 57 Peter STEIMAN GER 1470.5117 2355.6795 1577.0427 3932.7222 58.61 58 Michael GOLAN ISR 1964.2926 2077.9658 1799.3993 3877.3651 57.78 59 Jago STEMBERGER SLO 2173.6785 1642.5950 3816.2735 56.87 60 Jan ADAMEC CZE 1930.2413 1726.1041 1912.0021 3638.1062 54.22 61 Aidan GRIMLEY GBR 1512.9783 1763.7677 1836.5729 3600.3406 53.66 ________________________________________________________________________________
From: "Mark Jefferies" <mark.j(at)yakuk.com>
Subject: Walter6-111
Date: Aug 19, 2004
I have found a Walter 6-111 never used with the wax paper and grease still in place in Lithuania complete with ancillaries, any interest? No log books. Best regards, fly safe-Mark Jefferies For YAK UK Ltd www.yakuk.com Lt Gransden Airfield Sandy, Beds SG19 3BP England. Tel +44 (0)1767 651156. Fax +44 (0)1767 651157 Mobile +44 (0)7785 538 317 Conditions and terms of business Aircraft for sale ________________________________________________________________________________
Date: Sep 05, 2004
From: Land Shorter <landshorter2(at)yahoo.com>
Subject: New product announcement: affordable VG's
Hey folks, I double checked and Matt Dralle's earlier post says it's OK to post about new aviation products as long as the message doesn't come off as having a "flavor" of "traditional spam". Don't worry I'm not going to try to sell you anything that supposedly makes any of your body parts larger (or smaller) and this product is directly aviation related :) I'm just an airplane builder, owner, pilot, and aviation nut who wants to tell you where you can find more information about a great new product. I've been selling kits of vortex generators (VG's) for only $95 and my customers are telling me they really like the performance gains they're seeing. VG's are great for reducing stall speeds and allow you to land slower, shorter, and safer. I invite you to check out my site at www.landshorter.com and see what you think. My VG's can be quickly installed for testing using removable double-stick tape and come with a 100% money-back guarantee so why not try them out on your plane? You'll be really glad you did :) Thanks and let's keep 'em flying! Joa Harrison The VG Guy www.landshorter.com 1-877-272-1414 (toll free) --------------------------------- ________________________________________________________________________________
From: "Mark Jefferies" <mark.j(at)yakuk.com>
Subject: http://www.yakuk.com/video.asp
Date: Sep 12, 2004
Rick, and all. We had our nationals last week. I won the 4 mins freestyle. http://www.yakuk.com/video.asp last video is the flight. Unlimited 4-minute Freestyle Order Pilot Aircraft type Reg'n 4m Free O/all % =========================================== 1 Mark Jefferies Extra-300S G-IIUI 3119.0 77.976 2 Alan Cassidy CAP-232 F-GYRO 2811.7 70.293 3 Tom Cassells CAP-232 F-GOTC 2759.7 68.993 British Nationals Unlimited --------------------------------------------------- Sywell, Northants : 2-5 September The Neil Williams - Daily Telegraph Trophy Unlimited Aresti programmes Order Pilot Aircraft type Reg'n Program1 Unkwn #1 All Grps O/all % ====================================================== 1 Tom Cassells CAP-232 F-GOTC 3683.1 3087.5 6770.6 71.723 2 Mark Jefferies Extra-300S G-IIUI 3472.4 2914.9 6387.3 67.662 3 Gerald Cooper CAP-232 G-SKEW 3419.1 2956.0 6375.1 67.533 Best regards, fly safe-Mark Jefferies For YAK UK Ltd www.yakuk.com Lt Gransden Airfield Sandy, Beds SG19 3BP England. Tel +44 (0)1767 651156. Fax +44 (0)1767 651157 Mobile +44 (0)7785 538 317 Conditions and terms of business Aircraft for sale ________________________________________________________________________________
From: "Gus Fraser" <fraseg(at)comcast.net>
Subject: http://www.yakuk.com/video.asp
Date: Sep 12, 2004
Very cool Mark, well done. Gus -----Original Message----- From: owner-aerobatic-list-server(at)matronics.com [mailto:owner-aerobatic-list-server(at)matronics.com]On Behalf Of Mark Jefferies Subject: Aerobatic-List: http://www.yakuk.com/video.asp Rick, and all. We had our nationals last week. I won the 4 mins freestyle. http://www.yakuk.com/video.asp last video is the flight. Unlimited 4-minute Freestyle Order Pilot Aircraft type Reg'n 4m Free O/all % =========================================== 1 Mark Jefferies Extra-300S G-IIUI 3119.0 77.976 2 Alan Cassidy CAP-232 F-GYRO 2811.7 70.293 3 Tom Cassells CAP-232 F-GOTC 2759.7 68.993 British Nationals Unlimited --------------------------------------------------- Sywell, Northants : 2-5 September The Neil Williams - Daily Telegraph Trophy Unlimited Aresti programmes Order Pilot Aircraft type Reg'n Program1 Unkwn #1 All Grps O/all % ====================================================== 1 Tom Cassells CAP-232 F-GOTC 3683.1 3087.5 6770.6 71.723 2 Mark Jefferies Extra-300S G-IIUI 3472.4 2914.9 6387.3 67.662 3 Gerald Cooper CAP-232 G-SKEW 3419.1 2956.0 6375.1 67.533 Best regards, fly safe-Mark Jefferies For YAK UK Ltd www.yakuk.com Lt Gransden Airfield Sandy, Beds SG19 3BP England. Tel +44 (0)1767 651156. Fax +44 (0)1767 651157 Mobile +44 (0)7785 538 317 Conditions and terms of business Aircraft for sale ________________________________________________________________________________
Date: Sep 13, 2004
From: "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us>
Subject: Re: http://www.yakuk.com/video.asp
Mark; GREAT JOB! Thanks for the links. Thanks for all you do. Now, back to getting better in Sukhoi for me... Regards, Rick >>> mark.j(at)yakuk.com 9/12/2004 8:52:29 AM >>> Rick, and all. We had our nationals last week. I won the 4 mins freestyle. http://www.yakuk.com/video.asp last video is the flight. Unlimited 4-minute Freestyle Order Pilot Aircraft type Reg'n 4m Free O/all % =========================================== 1 Mark Jefferies Extra-300S G-IIUI 3119.0 77.976 2 Alan Cassidy CAP-232 F-GYRO 2811.7 70.293 3 Tom Cassells CAP-232 F-GOTC 2759.7 68.993 British Nationals Unlimited --------------------------------------------------- Sywell, Northants : 2-5 September The Neil Williams - Daily Telegraph Trophy Unlimited Aresti programmes Order Pilot Aircraft type Reg'n Program1 Unkwn #1 All Grps O/all % ====================================================== 1 Tom Cassells CAP-232 F-GOTC 3683.1 3087.5 6770.6 71.723 2 Mark Jefferies Extra-300S G-IIUI 3472.4 2914.9 6387.3 67.662 3 Gerald Cooper CAP-232 G-SKEW 3419.1 2956.0 6375.1 67.533 Best regards, fly safe-Mark Jefferies For YAK UK Ltd www.yakuk.com Lt Gransden Airfield Sandy, Beds SG19 3BP England. Tel +44 (0)1767 651156. Fax +44 (0)1767 651157 Mobile +44 (0)7785 538 317 Conditions and terms of business Aircraft for sale ________________________________________________________________________________
Date: Nov 27, 2004
From: Matt Dralle <dralle(at)matronics.com>
Subject: Lister Comments - Please Support The Lists
Dear Listers, Wow! People have been including some very nice comments along with their Contributions lately! I've included another set of below and will send another set in a couple of days. Guys, I really appreciate your kind words and support. In the last few days, the contributions have really started to come in and its looking like support this year may slightly surpass last year's. There's still a few days left in this year's Fund Raiser, so if you've been waiting until the last minute to make your Contribution, now's the time! Make Your Contribution Today: http://www.matronics.com/contribution Thank you! Matt Dralle Email List Administrator ----------------- More of What Listers Are Saying... -------------------- Every morning 5:30 am, coffee and the "List". It's how I start my day. Robert G. The list is still my favorite aviation magazine. Roger H. Great resource, without the distraction of pop ups and ads! Douglas D. I look forward to my daily list reading almost as much as my coffee! Hal K. Great service! Aaron G. I have made some great friends, because of it! Bob D. Great resource!! Richard S. I learn something of value every time I read the messages. Stan S. Great list! Thomas E. Now that I am close to completion of my [homebuilt], I look back and wonder how I could ever have made it this far without [the Lists]. Jeff O. Outstanding site and administration. Anthony S. Great forum for our projects. Darrel M. I have become a List Addict! George M. A very helpful resource for me. Dennis K. Great for staying up on the latest. Forrest L. Valuable benefit for the users. George A. Great tool for all [builders]. Tony M. Can't tell you how much I appreciate the archives. Ken B. I really enjoy the sharing of information and the "discussions" that come up. Ross S. [The List] reminds us home builders that help is just a few clicks away. Danny W. A great resource! Christopher S. Always a pleasure to support this list! Richard W. Thanks for helping all of us build better aircraft. John P. Great list(s)for data, info and making friends. John S. [The] List has helped me much with my building process. Raimo T. Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft ________________________________________________________________________________
From: ThomasTholmes512(at)aol.com
Date: Nov 30, 2004
Subject: Re: More Lister Comments - Last Official Day of List Fund
Rai... Hang in there Matt! Old age beats the alternative. I'll get my contribution in the mail around Dec 6/7 when I'm back in the country. Tom Holmes ________________________________________________________________________________
From: "Mark Jefferies" <mark.j(at)yakuk.com>
Subject:
Date: Dec 07, 2004
I'm looking for a report I've seen on the web, most likely on a USA web site. The report was a comparison of YAK 55 and SU 29 written by Alan Cassidy a few years ago, do you know the report and where I can find it? thanks Best regards, fly safe-Mark Jefferies For YAK UK Ltd www.yakuk.com Lt Gransden Airfield Sandy, Beds SG19 3BP England. Tel +44 (0)1767 651156. Fax +44 (0)1767 651157 Mobile +44 (0)7785 538 317 Conditions and terms of business Aircraft for sale ________________________________________________________________________________
Date: Dec 07, 2004
From: Scott Bilinski <bilinski@kyocera-wireless.com>
Subject: Re:
http://yakusaaircraft.com/yaktosukhoi.htm > >I'm looking for a report I've seen on the web, most likely on a USA web >site. > > >The report was a comparison of YAK 55 and SU 29 written by Alan Cassidy a >few years ago, do you know the report and where I can find it? > > >thanks > > >Best regards, fly safe-Mark Jefferies > > >For YAK UK Ltd www.yakuk.com >Lt Gransden Airfield >Sandy, Beds >SG19 3BP >England. >Tel +44 (0)1767 651156. >Fax +44 (0)1767 651157 >Mobile +44 (0)7785 538 317 >Conditions and terms of business >Aircraft for sale > > Scott Bilinski Eng dept 305 Phone (858) 657-2536 Pager (858) 502-5190 ________________________________________________________________________________
From: "Mark Jefferies" <mark.j(at)yakuk.com>
Subject: SU29/ YK55
Date: Dec 08, 2004
From: Scott Bilinski <bilinski@kyocera-wireless.com> Subject: Re: Aerobatic-List: Thanks for the link, that's the story I wanted. If we put a 430 or 450 HP M14 in the YAK 55 we will get a better power to weight than the SU26, this will then make the a/c competitive again at unlimited, costing 1/3rd of the SU26!! We put a 400 with 3 blade prop on a YK55 (now in USA) and Jurgis Kaisy's flew it and you would not have know it was a 55, he treated it exactly the same as his 26!! cheers --> <bilinski@kyocera-wireless.com> http://yakusaaircraft.com/yaktosukhoi.htm ________________________________________________________________________________
From: PullSomeGs(at)aol.com
Date: Dec 13, 2004
Subject: Re: Aerobatic-List Digest: 0 Msgs - 12/12/04
Please remove me from the acro and Pitts list... Skip Stewart Airshows PullSomeGs(at)aol.com http://www.skipstewartairshows.com/ 901-355-4100 ________________________________________________________________________________
From: "Cory Emberson" <bootless(at)earthlink.net>
Subject: Santa Maria (CA) Fly-in Weekend (April 22-24 2005) - SMXgig
Date: Dec 17, 2004
Hello everyone! With Matt Dralle's blessing (thank you, Matt!), I'm pleased to post this announcement for a terrific aviation fly-in weekend. SMXgig (in Santa Maria, CA) has become the year's largest face-to-face get-together of electronically networked aviators. We hope you'll plan to attend because we expect this year's gig to be the best ever. People come from all over the country (and sometimes overseas) to attend, and most of the sessions qualify for FAA Wings cards. The dates are April 22-24, 2005 (Friday-Sunday). It's a lot of fun, and a great chance for pilots from all over to mingle and share aviation stories, ideas, etc. I have had quite a few inquiries about SMXgig, especially from several groups, so I anticipate that it's going to fill up this year. The sessions are still being developed, but I will post an update when we have the roster of speakers and their sessions. The announcement below contains most of the crucial information, and you can get the rest from the website (www.smxgig.org). If you have any questions at all, just let me know, and thanks! ~Cory Emberson KHWD cory(at)smxgig.org >>>NOTICE TO AIRMEN<<< The Seventeenth Annual SMXgig April 22-24, 2005 PRE-REGISTRATION SMXgig 2005 will be held from April 22-24, 2005, at the Santa Maria, CA, Radisson, right on the airport ramp. Because of the anticipated demand, we'll start registration soon, and are now taking pre-registration reservations with a small ($50 per person) deposit. The deposit may be paid by check, PayPal, and all major credit cards. Of course, if the unexpected occurs and you're not able to make SMXgig after all (sniff!), your deposit will be fully refundable within the refund window (usually about two weeks before the gig). Your pre-registration and deposit will guarantee your SMXgig reservation. As soon as I have the rest of the program finalized, we'll start the regular registration process. If you believe you can make it, please reserve your spot with this pre-registration form. First come, first served! The hotel is otherwise sold out during that weekend, so it will be nice to know you've got a place in line. You do *not* need to register with the hotel - just give me your preferences, and I will take care of the reservations. SUPERSONIC SURVIVOR Hanging in the straps of his parachute and feeling the cold night air on his face, Brian Udell felt as if a freight train had collided with his body. As he struggled to inflate his life preserver before plunging into the icy waters of the Atlantic Ocean, he realized it had shredded with the force of the supersonic windblast. With his teeth and one functioning arm, Brian feverishly retrieved a one-man life raft that hung from a fifteen-foot lanyard off his right hip only seconds before entering the water. After popping back to the surface like a bobber on a fishing line, the salt water made him painfully aware of the open wounds, cuts, and scrapes that were strewn over his broken body. The thought of blood pouring into the water inviting sharks for a late night meal motivated him to attempt to get into the partially inflated raft. As he kicked his legs, Brian's lower limbs felt as though only a thread attached them. Exhausted and unable to enter the raft, thoughts of death quickly consumed his mind. Knowing he would be unable to survive the night under the extreme conditions, Brian began to pray. The next several hours of survival and the many months of excruciating rehabilitation deliver an almost unbelievable story. Brian holds the record for surviving the highest speed ejection from a U.S. Fighter Aircraft at nearly 800 MPH. He survived four grueling hours 65 miles off the Atlantic Coast in 60-degree water, 5-foot seas, and 15 MPH winds at night. Brian's determination, perseverance, faith, and sheer will to survive is unparalleled. His story of survival, recovery, and return to the Strike Eagle is an inspiration to everyone. Brian is a very accomplished aviator. He began flying at age nine and took his first cross-country flight at age ten. Since that time he has accumulated over 4000 hours in a variety of both civil and military aircraft. He was one of only sixty candidates across the United States selected to attend the Euro-NATO Joint Jet Pilot Training program. Brian graduated number one in his class and was awarded the Air Training Command - Commanders Cup Trophy. Brian was one of the first Lieutenants selected to fly the F-15E Strike Eagle. He graduated from Strike Eagle training and received the top academic award. Brian went on to his operational unit where he became an Instructor, Mission Commander, and Air to Ground Top Gun winner. He has flown over 100 combat missions in Southwest Asia and logged nearly 2000 hours in the Strike Eagle. Brian received four Air Medals and three Aerial Achievement Medal for combat missions over the skies of Iraq. Brian's military career spanned ten years. He left the Air Force in 1999 and he is currently a pilot with Southwest Airlines. "Brian Udell kept us spellbound for 45 minutes. You could hear a pin drop, except when he made everyone laugh. The story of his four-hour ordeal was gripping and moving. He certainly won the audience." T. Karr, President Carolina Aero Club Just as in previous years, there will be one flat all-encompassing "gig" fee that covers all events that involve significant out-of-pocket costs for the organizers. The fee will be determined with the events is finalized (it should be about $170), and will cover: - Friday afternoon welcome party - Friday evening dinner banquet, featuring Capt. Brian Udell, Supersonic Survivor - Saturday and Sunday tech sessions - Saturday SMX-style BBQ lunch - Saturday evening events (to be announced) - Saturday evening movie extravaganza - Meeting rooms and coffee service at the Santa Maria Radisson - BFUB transportation to (and from) the Saturday evening event Lodging at the SMX Radisson will cost $89.00/night for either a single or double room, which is far below the regular hotel room rate. Be sure you check in as a SMXgig attendee and get the special rate. We have our definitive preference listed with the hotel for rampside rooms - early registration can only help, but of course, the rampside rooms are subject to availability depending on how many existing guests are in those rooms. >>>SMXgig 2005<<< April 22-24, 2005 ELECTRONIC PRE-REGISTRATION FORM When you send your pre-registration, receipt of your deposit will be noted, and your registration updated when the full registration process begins. The credit card information for your hotel reservation will be requested at that time. Please fill in as completely as possible and send to Cory Emberson via: 1. Email at registration(at)smxgig.org . 2. Fax at: 510.782.0415 3. Regular mail to: Cory Emberson - SMXgig 20511 Skywest Drive Hayward, CA 94541 If youre making your deposit by credit card, and dont feel comfortable emailing that information, please feel free to call me at 510.783.4410. If you get my voicemail, I will return your call. Otherwise, both regular mail or fax are safe. GENERAL INFORMATION Your name: _____________________________ Your email address: ____________________ Your daytime phone: (___) ___-____ Your evening phone: (___) ___-____ This form is: _ an original pre-registration _ an amended pre-registration _ a cancellation How confident are you of attending?: __ almost certain __ probably __ maybe Anticipated arrival date and time: ________ at about ____ Departure date and time: ________ at about ____ How are you getting to SMX?: __ Own plane, type __ N#_____ __ Hitching with_____________ __ Airline flight into_____ Number of attendees in your group: __ Names of others in your group:______________________________ HOTEL RESERVATION INFO Number of rooms: __ Number of persons: __ Special requests: __ King bed __ Queen/Queen bed __ Double/Double bed __ Smoking __ Non-smoking __ Other:____________________ Sharing room with:_____________________________ CREDIT CARD INFO: Card #__________________________ exp.______ PayPal address: bootless(at)earthlink.net ANTICIPATED EVENT ATTENDANCE Number of people in my party who I expect to attend the following events: Friday afternoon welcome party ___ Friday evening dinner banquet: __ Saturday morning technical sessions: __ Saturday lunch barbecue: __ Saturday evening event (TBD): __ Sunday morning technical sessions: __ We look forward to seeing you there! ________________________________________________________________________________
From: "Ben Marsh" <ben(at)designselect.net>
Subject: Yak 55 Hen's Teeth.
Date: Dec 21, 2004
Greetings, Salutations, Hello! This is a message for a special group of folks with broken Yak 55s from a guy with a broken Yak 55. There are only a few of us. In the context of this discussion, the term "broken" refers to those unfortunate enough to have a '55 with the landing gear ripped out of the fuselage. This is broken, no? A month or so ago, I acquired a '55M that suffered an engine failure, coming to grief in a field where substantial damage was done to the front end of the fuselage, when the landing gear struts were torn out. The damage to my wreck includes the firewall, the gear box, the lower stringers, several formers and a couple other machined trinkets that provide structural integrity to the landing gear assembly. It was a bad day at the ranch. To make matters worse, these parts are not available for sale. This is why my wreck sat in a hanger for ten years before I got the bright idea to stand up and restore it. I am taking up the challenge of having these key parts C & C machined. If this sounds expensive, that's because it is expensive! However, doing so is the only way my airplane will fly again. The truth of the matter is that I am not the only 55 guy in the world with this problem. As well, without these parts, 55s and perhaps 54s that suffer the aforementioned "bad day at the ranch" are just about worthless junk. For those of us that would like to breath life back into an otherwise good airplane, I am here to help. Within six weeks, I will be able to supply most of the key machined parts that will be damaged in such a crash, certainly in the model 55 and perhaps in the '54. Thus, if any of you good people know of anyone else that might have a need for these parts, please let me know. My intent is not to soak anyone. Indeed, I would be happy to simply reduce my R & D costs. And, if a couple more 55s come back to like, that would be an outstanding result! Regards, Ben Marsh ________________________________________________________________________________
From: dralle(at)matronics.com (Matt Dralle)
Date: Jan 07, 2005
Subject: [PLEASE READ NOW] - Addressing Upgrade At Matronics TONIGHT!
Dear Listers, Service Provider to upgrade to a larger IP subnet. I will be re-addressing all of the machines on the network including the Matronics Web Server and Matronics Email Server at that time. Name Service will be updated at that time as well and most things should work again pretty quick. There may be some bounced email for a few hours or even a day or so as the new name-to-ip-address resolutions propagate into the depths of the Internet. If you have problems posting a message to one of the Lists or get a bounced message back, please wait a couple of hours and try sending it again. Generally, access to the web site should work within 1-hour of Hopefully the transition will go smoothly and you'll hardly even notice! :-) Thanks for your patience! Matt Dralle List Administrator -- Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551 925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft ________________________________________________________________________________
Date: Mar 15, 2005
From: Terrence Miles <knightflyr(at)sbcglobal.net>
Subject: Canards and aerobatics
Hi, I'm working on a Velocity XL which is a 4 place cannard pusher with a 300hp Lycoming 540. It will be used for XC reasons primarily, but some 35 years ago the government spent a lot of money teaching me cuban eights etc and I'd hate to see it go to waste. Here's my question. If I was lead in a loose trail formation and I did an aileron roll, what would the guys behind me see?? It takes a little more rudder to get a swept wing cannard to roll, but the rudder is not center line. There are two rudders actually. They are mounted on the two winglets, but they only move outboard. Example: Stomp left rudder and to get the left winglet rudder to displace and the right winglet rudder stays faired. Anybody have experience with this? Will I look like a sand crab trying to right itself?? Thanks, Terry ________________________________________________________________________________
Date: Mar 15, 2005
From: John Smutny <johnsmutny(at)yahoo.com>
Subject: Re: Canards and aerobatics
One of the staff members at the Aviation Training Center in Seattle on Boeing Field used to do an airshow routine in a VariEze or LongEze. I was chatting with him during the recent Pacific Northwest Aviation Conference. Sorry, don't remember his name. He'd be a good resource for you about aerobatics in those flying pickle forks... ;-) John Christen Eagle N16EE --- Terrence Miles wrote: > > > Hi, > I'm working on a Velocity XL which is a 4 place > cannard pusher with a 300hp Lycoming 540. It will > be used for XC reasons primarily, but some 35 years > ago the government spent a lot of money teaching me > cuban eights etc and I'd hate to see it go to waste. > Here's my question. If I was lead in a loose trail > formation and I did an aileron roll, what would the > guys behind me see?? > > It takes a little more rudder to get a swept wing > cannard to roll, but the rudder is not center line. > There are two rudders actually. They are mounted on > the two winglets, but they only move outboard. > Example: Stomp left rudder and to get the left > winglet rudder to displace and the right winglet > rudder stays faired. > > Anybody have experience with this? Will I look like > a sand crab trying to right itself?? > > Thanks, > Terry __________________________________ http://smallbusiness.yahoo.com/resources/ ________________________________________________________________________________
Date: Mar 15, 2005
From: Scott Bilinski <bilinski@kyocera-wireless.com>
Subject: Re: Canards and aerobatics
There is a guy out of .....Utah I think, who flies a long-Eze in an aerobatic routine. Might want to talk with him. For more information on Lon Arnold: www.longezairshows.com > > >Hi, >I'm working on a Velocity XL which is a 4 place cannard pusher with a >300hp Lycoming 540. It will be used for XC reasons primarily, but some 35 >years ago the government spent a lot of money teaching me cuban eights etc >and I'd hate to see it go to waste.. Here's my question. If I was lead >in a loose trail formation and I did an aileron roll, what would the guys >behind me see?? > >It takes a little more rudder to get a swept wing cannard to roll, but the >rudder is not center line. There are two rudders actually. They are >mounted on the two winglets, but they only move outboard. Example: Stomp >left rudder and to get the left winglet rudder to displace and the right >winglet rudder stays faired. > >Anybody have experience with this? Will I look like a sand crab trying to >right itself?? > >Thanks, >Terry > > Scott Bilinski Eng dept 305 Phone (858) 657-2536 Pager (858) 502-5190 ________________________________________________________________________________
From: "Eric Ruttan" <ericruttan(at)chartermi.net>
Subject: Re: Canards and aerobatics
Date: Mar 15, 2005
On topic lists i recomend http://mailman.qth.net/mailman/listinfo/cozy_builders need to register i think canard-aviators(at)yahoogroups.com need to join the yahoo group first I belive the acrobatics long guy posts to all or most of these. If i was you i would want to know that some canard builders are very vocal about not doing acrobatics. I recomend Searching the archives for info, and contacting directly thoes who know. A very friendly place you can ask any question you like at is canardaviationforum.dmt.net which i help administer. Eric ----- Original Message ----- From: "Terrence Miles" <knightflyr(at)sbcglobal.net> Subject: Aerobatic-List: Canards and aerobatics > > Hi, > I'm working on a Velocity XL which is a 4 place cannard pusher with a 300hp Lycoming 540. It will be used for XC reasons primarily, but some 35 years ago the government spent a lot of money teaching me cuban eights etc and I'd hate to see it go to waste. Here's my question. If I was lead in a loose trail formation and I did an aileron roll, what would the guys behind me see?? > > It takes a little more rudder to get a swept wing cannard to roll, but the rudder is not center line. There are two rudders actually. They are mounted on the two winglets, but they only move outboard. Example: Stomp left rudder and to get the left winglet rudder to displace and the right winglet rudder stays faired. > > Anybody have experience with this? Will I look like a sand crab trying to right itself?? > > Thanks, > Terry > > ________________________________________________________________________________
Date: Mar 15, 2005
From: "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us>
Subject: Re: Canards and aerobatics
Does it have ailerons? Just kidding. The rudder is used on conventional aerobatic a/c to maintain level flight progressing from upright/inverted through knife edge back to wings level. On lower powered stuff the nose is elevated 10-20 degrees to start - ailerons placed to the stop (L or R) and top rudder added to keep the nose up as you go around - to maintain altitude. You can - if you don't care about Competition akro - lift the nose up move ailerons in the direction and accept the barrel. I have no idea how canards effect a roll... Respectfully, Rick B Sukhoi 29 & Yak-55 >>> knightflyr(at)sbcglobal.net 3/15/2005 9:50:06 AM >>> Hi, I'm working on a Velocity XL which is a 4 place cannard pusher with a 300hp Lycoming 540. It will be used for XC reasons primarily, but some 35 years ago the government spent a lot of money teaching me cuban eights etc and I'd hate to see it go to waste. Here's my question. If I was lead in a loose trail formation and I did an aileron roll, what would the guys behind me see?? It takes a little more rudder to get a swept wing cannard to roll, but the rudder is not center line. There are two rudders actually. They are mounted on the two winglets, but they only move outboard. Example: Stomp left rudder and to get the left winglet rudder to displace and the right winglet rudder stays faired. Anybody have experience with this? Will I look like a sand crab trying to right itself?? Thanks, Terry ________________________________________________________________________________
Date: Mar 15, 2005
From: Patrick <bittybipe(at)yahoo.com>
Subject: Re: Canards and aerobatics
Terry, You may want to contact Lon Arnold at http://www.longezairshows.com/air_shows.htm. He performs airshows in his LongEZ. Pat Terrence Miles wrote: Hi, I'm working on a Velocity XL which is a 4 place cannard pusher with a 300hp Lycoming 540. It will be used for XC reasons primarily, but some 35 years ago the government spent a lot of money teaching me cuban eights etc and I'd hate to see it go to waste. Here's my question. If I was lead in a loose trail formation and I did an aileron roll, what would the guys behind me see?? It takes a little more rudder to get a swept wing cannard to roll, but the rudder is not center line. There are two rudders actually. They are mounted on the two winglets, but they only move outboard. Example: Stomp left rudder and to get the left winglet rudder to displace and the right winglet rudder stays faired. Anybody have experience with this? Will I look like a sand crab trying to right itself?? Thanks, Terry --------------------------------- ________________________________________________________________________________
From: "Lee Taylor" <leetay(at)comcast.net>
Subject: Re: Canards and aerobatics
Date: Mar 16, 2005
Flew both a 180-hp LongEze and a Glasflugel Speed Canard in a military applications test program, one of the things I demonstrated was canard aerobatics. Basically, I would advise AGAINST any formation aerobatic work. First, you MUST maintain positive G in a canard--remember that the forward wing, (canard) is a lifting wing surface, and it basically works by varying its lift. It really isn't capable of going negative lift, and frankly, I wouldn't want to be the one to experiment with this. Therefore, all your maneuvers will basically be barrel rolls, (maintaining positive G at all times), and you don't want to be doing barrel rolls in formation, only axial rolls. You just might pull into the path of one of your wingmen, and as soon as you start to roll, you will lose speed, which will cause them to overtake you QUICKLY. Second, on any pullouts, you have to be careful to not over-pull on the recovery. It was quite common for me to pull into buffet on the way vertical out of a loop. And, you want to be sure to get the power off on any vertical-down direction. These birds will pick up speed like you wouldn't believe if you have power on, and you could very easily exceed VNE before you could get level. With those thoughts firmly in mind, PLEASE be a COMPETENT acro pilot before trying it in these birds. There is a lot different about them, and you want to be thoroughly prepared before attempting any acro. Remember that they are positive-G planes, that must be maintained AT ALL TIMES in order to maintain control. Second, REMEMBER THAT POWER-OFF vertical down, and don't try to rush any vertical-down recovery. If you pull into buffet, then relax and do it easier. If you are too low, tough titty, my friend. You can't pull harder. Third, DON'T do it in formation--you will put everyone in deep jeopardy, because of the barrel-roll nature of your maneuver, and your sudden loss of speed in doing the maneuver. You want graphic evidence of unbriefed formation danger, I have a video of three Australian planes returning home after the end of WW-II. They were approaching their home field, and there was a huge crowd waiting to welcome them home. They were in a Vee, trail planes slightly high. Over the crowd, the lead pulled up suddenly, without warning, just a homecoming kid showing off for the home crowd. The trail planes took off his tail, he took off both their wingtips. All three planeloads died. After the war was over, simply because of exuberance. Please don't do this yourself. Lee Taylor ________________________________________________________________________________
From: "Terrence Miles" <knightflyr(at)sbcglobal.net>
Subject: Re: Canards and aerobatics II
Date: Mar 16, 2005
Hey you guys, Thank you to everyone who wrote...esp John Smutny for his words of inspiration! I'm in contact w/ all the sources that were suggested. Thanks again, Terry Miles PickleFork in progress. ________________________________________________________________________________
Date: Apr 16, 2005
From: Matt Dralle <dralle(at)matronics.com>
Subject: [Please Read] Matronics Email Server Upgrade...
Dear Listers, I will be upgrading the Matronics Email Server this weekend. This includes some hardware improvements - more memory, faster, more capable processors - as well as a complete operating system upgrade from scratch. I hope to have both the old system and the new system running at the same time to minimize the actual impact of the upgrade. Hopefully there will be little actual downtime during the transition, but a few posts may get lost in the shuffle. If you don't see your post show up on the List in the normal amount of time (plus a little bit), then please just try posting it again. Upgrading the Matronics Email Server operating system (from Redhat Linux 7.2 to Redhat Linux WS 4) is a sizeable undertaking and requires a great deal of work to port all of the utilities, programs, and scripts over to the new system. As I've already mentioned, both the old and new systems will be on line at the same time, so interruption should be held to an absolute minimal. You might see a couple of odd test messages during the cut-over or other odd messages; please just ignore them. I have setup a new System Status Web Page that I will use to update List Members on the current status of the email and web systems. Please refer to it as often as you like: http://www.matronics.com/SystemStatus/ Thank you for your continued support of the List Services at Matronics! Its your yearly Contributions that make these major upgrades possible! Best regards, Matt Dralle Matronics Email List Administrator ________________________________________________________________________________
Date: Apr 17, 2005
From: Matt Dralle <dralle(at)matronics.com>
Subject: [Please Read] Matronics Email Server Upgrade Complete!
Dear Listers, The upgrade of the Matronics Email Server can be considered complete at this time. All known issues related to the upgrade process have been resolved and email services are running normal. The Nightly Digest processing has not yet been tested and will wait for tonight's update. If you encounter any odd behavior with respect to the Matronics Email Server over the next few days, please contact me via email at dralle(at)matronics.com or if that fails try dralle(at)speakeasy.net. Thanks to everyone for being patient through this arduous process of a major system upgrade! Matt Dralle Email List Administrator At 12:37 PM 4/16/2005 Saturday, Matt Dralle wrote: >Dear Listers, > >I will be upgrading the Matronics Email Server this weekend. This >includes some hardware improvements - more memory, faster, more capable >processors - as well as a complete operating system upgrade from >scratch. I hope to have both the old system and the new system running at >the same time to minimize the actual impact of the upgrade. > >Hopefully there will be little actual downtime during the transition, but >a few posts may get lost in the shuffle. If you don't see your post show >up on the List in the normal amount of time (plus a little bit), then >please just try posting it again. > >Upgrading the Matronics Email Server operating system (from Redhat Linux >7.2 to Redhat Linux WS 4) is a sizeable undertaking and requires a great >deal of work to port all of the utilities, programs, and scripts over to >the new system. As I've already mentioned, both the old and new systems >will be on line at the same time, so interruption should be held to an >absolute minimal. You might see a couple of odd test messages during the >cut-over or other odd messages; please just ignore them. > >I have setup a new System Status Web Page that I will use to update List >Members on the current status of the email and web systems. Please refer >to it as often as you like: > > http://www.matronics.com/SystemStatus/ > > >Thank you for your continued support of the List Services at >Matronics! Its your yearly Contributions that make these major upgrades >possible! > >Best regards, > >Matt Dralle >Matronics Email List Administrator Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft ________________________________________________________________________________
From: "Steve & Sharon Heugh" <rastus(at)mweb.co.za>
Subject: Re: Aerobatic-List Digest:0 Msgs - 05/02/05
Date: May 03, 2005
Please take us off your mailing list, as my husband unfortunately died in a plane crash on 05th April. Many thanks Sharon Heugh ----- Original Message ----- From: "Aerobatic-List Digest Server" <aerobatic-list-digest(at)matronics.com> Subject: Aerobatic-List Digest:0 Msgs - 05/02/05 > * > > ================================================== > Online Versions of Today's List Digest Archive > ================================================== > > Today's complete Aerobatic-List Digest can also be found in either of the > two Web Links listed below. The .html file includes the Digest formatted > in HTML for viewing with a web browser and features Hyperlinked Indexes > and Message Navigation. The .txt file includes the plain ASCII version > of the Aerobatic-List Digest and can be viewed with a generic text editor > such as Notepad or with a web browser. > > HTML Version: > > > http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2005-05-02.html > > Text Version: > > > http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2005-05-02.txt > > > ================================================ > EMail Version of Today's List Digest Archive > ================================================ > > > Aerobatic-List Digest Archive > --- > Total Messages Posted Mon 05/02/05:0 > > > Today's Message Index: > ---------------------- > > > ________________________________________________________________________________
Date: May 03, 2005
From: "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us>
Subject: Re: Aerobatic-List Digest:0 Msgs - 05/02/05
My sincere condolences, Rick B >>> rastus(at)mweb.co.za 5/3/2005 2:33:13 AM >>> Please take us off your mailing list, as my husband unfortunately died in a plane crash on 05th April. Many thanks Sharon Heugh ----- Original Message ----- From: "Aerobatic-List Digest Server" Subject: Aerobatic-List Digest:0 Msgs - 05/02/05 > * > > ================================================== > Online Versions of Today's List Digest Archive > ================================================== > > Today's complete Aerobatic-List Digest can also be found in either of the > two Web Links listed below. The .html file includes the Digest formatted > in HTML for viewing with a web browser and features Hyperlinked Indexes > and Message Navigation. The .txt file includes the plain ASCII version > of the Aerobatic-List Digest and can be viewed with a generic text editor > such as Notepad or with a web browser. > > HTML Version: > > > http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2005-05-02.html > > Text Version: > > > http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2005-05-02.txt > > > ================================================ > EMail Version of Today's List Digest Archive > ================================================ > > > Aerobatic-List Digest Archive > --- > Total Messages Posted Mon 05/02/05:0 > > > Today's Message Index: > ---------------------- > > > ________________________________________________________________________________
From: ThomasTholmes512(at)aol.com
Date: May 03, 2005
Subject: Re: Aerobatic-List Digest:0 Msgs - 05/02/05
So sorry to hear that. We'll add you to our prayer list. ________________________________________________________________________________
From: "~~Shorty~~" <shortnaked(at)golden.net>
Subject: Aerobatic-List Member dies Article
Date: May 04, 2005
Sorry to hear Sharon, Here is Article for others Shorty Families visit plane-crash site 06/04/2005 23:40 - (SA) Somerset West - The families of the two men who died in an air crash on Vergelegen wine estate on Tuesday spent about two hours at the accident site. The men were the owner of the Interavia I-3 and a pilot. Steve Heugh, 40, of Somerset West, was regarded by a fellow pilot as "one of South Africa's best aerobatics pilots". He is survived by his wife, Sharon, and his three children, Ryan, eight, and twin daughters Lauren and Megan, six. Gerald Sweidan, 49, of Durban, was a founder member and managing director of Pharos Medical Plan. He is survived by his wife, Lynda, and his two children, Christopher, 22, and David,16. Beverley Pender, a close friend of the Heugh family, said the two men had flown together before. A witness said the men were apparently doing aerobatic stunts when the wings collapsed, one after the other. Probe could take years The aircraft wreckage was scattered across a large area. The aircraft's two wings were found about 250m apart. Civil Aviation Authority officials have already started investigating and a spokesperson said: "It is an incredibly comprehensive investigation and could take months, even years. "Crash investigation teams go over the site. Many things play a role in the investigation, for instance the post-mortem on the bodies. Metal from the aircraft is sent off for analysis," he said. Anneke van der Vyver of Somerset West police said on Wednesday that farm workers saw the aircraft before it crashed into the ground "with a loud bang". She said: "The wings were visible. Police started looking for the rest of the wreckage. The bodies were in the aircraft and were mutilated." Investigating officer Hannes Niemand was also in charge at an accident six years ago when Springbok aerobatics pilot Pieter Celliers, 53, and his son Charles, 22, were practising aerobatic stunts when their plane crashed. According to Van der Vyver, local police and members of civil aviation are working jointly on the investigation. A member of the farm's management team said on Wednesday: "The accident details are still vague, but there are definitely indications that the wings started coming off while the aircraft was still in the air." According to him, the aircraft was flying at between 1 500m and 2 000m. Pieter du Preez, chairperson of the Stellenbosch Flying Club, said the flight area was a safe one without adverse wind currents. Must practise above 3 000m "The route is not a highway nor popular as a thoroughfare among pilots," he said. Civil aviation's ruling is that pilots doing aerobatics must be above 3 000m in rural areas. "For safety reasons, they may not practise their stunts in residential areas. "The area where the crash happened is regarded as a rural area, so the men were in the right place. "The area is also an uncontrolled airspace where no permission is needed and where pilots are not monitored. "The only condition is that pilots should obey the rules." Edited by Iaine Harper ----- Original Message ----- From: "Aerobatic-List Digest Server" <aerobatic-list-digest(at)matronics.com> Subject: Aerobatic-List Digest:3 Msgs - 05/03/05 > * > > ================================================== > Online Versions of Today's List Digest Archive > ================================================== > > Today's complete Aerobatic-List Digest can also be found in either of the > two Web Links listed below. The .html file includes the Digest formatted > in HTML for viewing with a web browser and features Hyperlinked Indexes > and Message Navigation. The .txt file includes the plain ASCII version > of the Aerobatic-List Digest and can be viewed with a generic text editor > such as Notepad or with a web browser. > > HTML Version: > > http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2005-05-03.html > > Text Version: > > http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2005-05-03.txt > > > ================================================ > EMail Version of Today's List Digest Archive > ================================================ > > > Aerobatic-List Digest Archive > --- > Total Messages Posted Tue 05/03/05:3 > > > Today's Message Index: > ---------------------- > > 1. 01:39 AM - Re: Aerobatic-List Digest:0 Msgs - 05/02/05 (Steve & Sharon Heugh) > 2. 07:42 AM - Re: Aerobatic-List Digest:0 Msgs - 05/02/05 (Richard Basiliere) > 3. 10:46 AM - Re: Re: Aerobatic-List Digest:0 Msgs - 05/02/05 (ThomasTholmes512(at)aol.com) > > > ________________________________ Message 1 _____________________________________ > > > From: "Steve & Sharon Heugh" <rastus(at)mweb.co.za> > Subject: Aerobatic-List: Re: Aerobatic-List Digest:0 Msgs - 05/02/05 > > > Please take us off your mailing list, as my husband unfortunately died in a > plane crash on 05th April. > > Many thanks > Sharon Heugh > > > ----- Original Message ----- > From: "Aerobatic-List Digest Server" <aerobatic-list-digest(at)matronics.com> > Subject: Aerobatic-List Digest:0 Msgs - 05/02/05 > > > > * > > > > ================================================== > > Online Versions of Today's List Digest Archive > > ================================================== > > > > Today's complete Aerobatic-List Digest can also be found in either of the > > two Web Links listed below. The .html file includes the Digest formatted > > in HTML for viewing with a web browser and features Hyperlinked Indexes > > and Message Navigation. The .txt file includes the plain ASCII version > > of the Aerobatic-List Digest and can be viewed with a generic text editor > > such as Notepad or with a web browser. > > > > HTML Version: > > > > > > http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2005-05-02.html > > > > Text Version: > > > > > > http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2005-05-02.txt > > > > > > ================================================ > > EMail Version of Today's List Digest Archive > > ================================================ > > > > > > Aerobatic-List Digest Archive > > --- > > Total Messages Posted Mon 05/02/05:0 > > > > > > Today's Message Index: > > ---------------------- > > > > > > > > > ________________________________ Message 2 _____________________________________ > > > From: "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us> > Subject: Aerobatic-List: Re: Aerobatic-List Digest:0 Msgs - 05/02/05 > > > My sincere condolences, Rick B > > >>> rastus(at)mweb.co.za 5/3/2005 2:33:13 AM >>> > > > Please take us off your mailing list, as my husband unfortunately died > in a > plane crash on 05th April. > > Many thanks > Sharon Heugh > > > ----- Original Message ----- > From: "Aerobatic-List Digest Server" > > Subject: Aerobatic-List Digest:0 Msgs - 05/02/05 > > > > * > > > > ================================================== > > Online Versions of Today's List Digest Archive > > ================================================== > > > > Today's complete Aerobatic-List Digest can also be found in either of > the > > two Web Links listed below. The .html file includes the Digest > formatted > > in HTML for viewing with a web browser and features Hyperlinked > Indexes > > and Message Navigation. The .txt file includes the plain ASCII > version > > of the Aerobatic-List Digest and can be viewed with a generic text > editor > > such as Notepad or with a web browser. > > > > HTML Version: > > > > > > > http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2005-05-02.html > > > > Text Version: > > > > > > > http://www.matronics.com/digest/aerobatic-list/Digest.Aerobatic-List.2005-05-02.txt > > > > > > ================================================ > > EMail Version of Today's List Digest Archive > > ================================================ > > > > > > Aerobatic-List Digest Archive > > --- > > Total Messages Posted Mon 05/02/05:0 > > > > > > Today's Message Index: > > ---------------------- > > > > > > > > > ________________________________ Message 3 _____________________________________ > > > From: ThomasTholmes512(at)aol.com > Subject: Re: Aerobatic-List: Re: Aerobatic-List Digest:0 Msgs - 05/02/05 > > > So sorry to hear that. We'll add you to our prayer list. > > ________________________________________________________________________________
From: PullSomeGs(at)aol.com
Date: Jun 06, 2005
Subject: Prop Failure
airrendezvous(at)mcleodusa.net, carolrob(at)intergate.ca, ELeuter(at)aol.com, GWG1650(at)aol.com, jeff(at)parnau.com, michaelhmoore(at)yahoo.com, SGerow(at)aol.com, jim(at)whirlwindpropellers.com I had a loss of pitch control on one blade of my Whirlwind 400C this weekend. We have disassembled the hub and found that it is not a manufacturing problem. The AN bolt, that holds the pin base to the propeller shank, failed. It appears that this failure has nothing to do with the design or construction of the 400C, but is merely a typical fastener failure. If anyone would like more details just give me a call. Thanks, Skip Skip Stewart Airshows PullSomeGs(at)aol.com _www.SkipStewartAirshows.com_ (http://www.skipstewartairshows.com/) 901-355-4100 ________________________________________________________________________________
Date: Jun 09, 2005
From: pullsomegs(at)aol.com
Subject: Prop Failure CAUSE DETERMINED
airrendezvous(at)mcleodusa.net, carolrob(at)intergate.ca, ELeuter(at)aol.com, GWG1650(at)aol.com, jeff(at)parnau.com, michaelhmoore(at)yahoo.com, SGerow(at)aol.com, jim(at)whirlwindpropellers.comacro@aerobatics.ws, acro(at)gf24.de, aerobatic-list(at)matronics.com, airrendezvous(at)mcleodusa.net, carolrob(at)intergate.ca, ELeuter(at)aol.com, GWG1650(at)aol.com, jeff(at)parnau.com, michaelhmoore(at)yahoo.com, SGerow(at)aol.com, jim(at)whirlwindpropellers.com My propeller has been inspected by the manufacturer. Apparently the wrong type of thread lock (permatex) was used by the overhaul shop, that assembled it last winter. All of the pin base bolts had lost torque, and the failure occuured as a result of loose bolts on the pin base that failed. The prop is being repaired and the proper thread lock (locktite) is being used. I had noticed one blade seemed a little looser over the last few weeks and had planned to have it looked at by the prop shop on the way to my next show....didn't make it that long :) I would suggest checking the blades by twisting them in pitch and have any looseness inspected. The bottom line is that this was an error in reasssembly by a prop shop and not a problem with the propeller design... Thanks to all who called and wrote... Skip ________________________________________________________________________________
Date: Jun 09, 2005
From: pullsomegs(at)aol.com
Subject: [acro] Prop Failure CAUSE DETERMINED
airrendezvous(at)mcleodusa.net, carolrob(at)intergate.ca, ELeuter(at)aol.com, GWG1650(at)aol.com, jeff(at)parnau.com, michaelhmoore(at)yahoo.com, SGerow(at)aol.com, jim(at)whirlwindpropellers.comacro@aerobatics.ws, acro(at)gf24.de, aerobatic-list(at)matronics.com, airrendezvous(at)mcleodusa.net, carolrob(at)intergate.ca, ELeuter(at)aol.com, GWG1650(at)aol.com, jeff(at)parnau.com, michaelhmoore(at)yahoo.com, SGerow(at)aol.com, jim(at)whirlwindpropellers.com List-subscribe: go to acro.aerobatics.ws in the section Communications FILETIME=[CBF4FFD0:01C56CC7] My propeller has been inspected by the manufacturer. Apparently the wrong type of thread lock (permatex) was used by the overhaul shop, that assembled it last winter. All of the pin base bolts had lost torque, and the failure occuured as a result of loose bolts on the pin base that failed. The prop is being repaired and the proper thread lock (locktite) is being used. I had noticed one blade seemed a little looser over the last few weeks and had planned to have it looked at by the prop shop on the way to my next show....didn't make it that long :) I would suggest checking the blades by twisting them in pitch and have any looseness inspected. The bottom line is that this was an error in reasssembly by a prop shop and not a problem with the propeller design... Thanks to all who called and wrote... Skip ________________________________________________________________________________
From: "Mike Larkin" <mlas(at)cox.net>
Subject: [acro] Prop Failure CAUSE DETERMINED


October 10, 2003 - June 09, 2005

Aerobatic-Archive.digest.vol-ac