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 |
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
==
==
________________________________________________________________________________
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...
________________________________________________________________________________
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 |
-----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
________________________________________________________________________________
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
________________________________________________________________________________
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
__________________________________
________________________________________________________________________________
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
________________________________________________________________________________
From: | Matt Dralle <dralle(at)matronics.com> |
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
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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> |
unsubscrribe
http://messenger.latam.msn.com/
________________________________________________________________________________
From: | dralle(at)matronics.com (Matt Dralle) |
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) |
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! |
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).
________________________________________________________________________________
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 |
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:
>
>
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> ================================================
>
>
> 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> |
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> |
apart from Rick and I does anyone else subscribe to this list?
________________________________________________________________________________
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> |
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> |
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
________________________________________________________________________________
From: | Patrick <bittybipe(at)yahoo.com> |
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?
________________________________________________________________________________
From: | John Smutny <johnsmutny(at)yahoo.com> |
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 |
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
________________________________________________________________________________
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> |
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
________________________________________________________________________________
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?
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 |
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
________________________________________________________________________________
From: | "Tedi" <f.t(at)wp.pl> |
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 |
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 |
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
________________________________________________________________________________
From: | John Smutny <johnsmutny(at)yahoo.com> |
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
________________________________________________________________________________
From: | "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us> |
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> |
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
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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 |
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
________________________________________________________________________________
From: | Kysh <vans-dragon(at)lapdragon.org> |
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> |
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 |
I do know where Attitude Aviation is. I'll give them a call.
thx,
Tom
________________________________________________________________________________
From: | ThomasTholmes512(at)aol.com |
Thanks Dave.
________________________________________________________________________________
From: | Num1Pilot(at)aol.com |
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 |
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
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THIS OPERATING HANDBOOK WAS MADE FOR \par
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\par
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\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
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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
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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 |
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> |
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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
From: | Rick Basiliere <discrab(at)earthlink.net> |
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
________________________________________________________________________________
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> |
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
________________________________________________________________________________
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
________________________________________________________________________________
From: | Neil McLeod <neilmcleod(at)direcway.com> |
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
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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.
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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> |
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
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-----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.
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==
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________________________________________________________________________________
From: | "Ron C" <ronc(at)metropolisdesign.com> |
Subject: | Re: RV aerobatic maneuver parameters Date: |
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.
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-----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
==
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________________________________________________________________________________
From: | "Lee Taylor" <leetay(at)comcast.net> |
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
________________________________________________________________________________
>
> 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
________________________________________________________________________________
From: | Robert Miller <horsepilot(at)sbcglobal.net> |
Please remove my e-mail address from the aerobatic postings.
Thanks bob
________________________________________________________________________________
From: | "Rick Caldwell" <racaldwell(at)hotmail.com> |
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/
________________________________________________________________________________
From: | Ken Balch <kbalch(at)cfl.rr.com> |
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: | "Tedi" <f.t(at)wp.pl> |
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> |
Thanks for the report. I'll save it for when I get ready to purchase all
the fun stuff- engine prop etc.
Ron
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-----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...
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
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-----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> |
________________________________________________________________________________
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 |
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> |
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
---
________________________________________________________________________________
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 |
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 |
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: | 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> |
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> |
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
________________________________________________________________________________
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> |
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> |
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
________________________________________________________________________________
From: | "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us> |
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
________________________________________________________________________________
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... --------------------
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Great resource!!
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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].
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A very helpful resource for me.
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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 |
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> |
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
________________________________________________________________________________
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> |
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 |
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 |
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. |
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) |
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
________________________________________________________________________________
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
________________________________________________________________________________
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/
________________________________________________________________________________
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 |
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
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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 |
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.
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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:
> ----------------------
>
>
>
________________________________________________________________________________
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 |
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 |
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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
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