Basic Maneuvers Basic Loop Round Loop Basic Roll Horizontal Roll Consecutive Rolls Basic 4-Point Roll Horizontal 4-Point Roll

Transcription

1 DS Basic Maneuvers Basic Loop Round Loop Basic Roll Horizontal Roll Consecutive Rolls Basic 4-Point Roll Horizontal 4-Point Roll B-40

2 DS Rapid Learning One Step at a Time Correctly flown, all aerobatic maneuvers are made up of a series of predictable steps. While it is true that with time the process of executing one step to the next becomes so fluid that it appears as though several things are being done all at once, there is always a consistent order or sequence to the events. You will find that basic aerobatics are not that hard when things are done in their proper sequence. It s learning to do them with a high degree of control and consistency that requires a sensible one step at a time approach. The goal of basic aerobatics is to teach you to view and fly each maneuver as a series of individual steps. Opportunities to then build on your success will quickly unfold as the maneuvers become increasingly routine and/or automatic. The maneuvers featured in this section involve, or are combinations of the following elements: Horizontal lines Rolls and/or partial rolls Loops and/or partial loops 45 degree climbs and descents (uplines and downlines) ll begin and end in upright level flight. 1. Half Cuban turnaround: 5/8 loop to a 45 downline. Half roll to upright on the 45 and pull out. 2. Loop 3. Immelmann turnaround: Half loop with a half roll to upright at the top. 1 2 (Parallel) Upright horizontal line 3 Important practice note: 99% of the difficulties that pilots experience at this stage can be traced back to not entering the maneuver from a wing s level parallel line, and/or blending (rushing) together the individual steps that make up the maneuver therefore making it much harder to determine the source of any difficulties amidst the gaggle of inputs. Consequently, most difficulties can be solved by paying more attention to positioning, and, sequencing a more definite return to neutral between the steps that make up the entire maneuver. B-41 KPTR: Performing the maneuvers as a series of individual steps leads to routine execution and further advancement.

3 Basic Loop Sequence The most important requirement for a successful loop is entering it with the wings level to make sure the loop will track truly vertical, as opposed to corkscrewing. Before you loop, increase the throttle near full to help ensure that the plane does not stall or fall out of the loop near the top. Then, smoothly pull and hold in approx. half up elevator to initiate and maintain the loop. You have the option to reduce the throttle on the back side of the loop to reduce the rate of acceleration coming down. Then quickly neutralize the elevator at the instant the plane reaches the bottom of the loop. The power setting required to loop varies from plane to plane, but is typically higher than the approx. half throttle setting we use to conserve battery between maneuvers. 3/4-full throttle Hold in up elevator all the way around Neutral Wings level Vertical Plane Wings slightly off of level When a maneuver does not go as planned, a lot of pilots will try get better at fixing the result, instead of looking for the cause of the deviation. Just like a good driver, a good pilot does not get better at making a lot of corrections. good pilot executes each maneuver so that fewer adjustments are needed altogether! Good loops are thus not the result of good reflexes, but of wings level entries. DS Note: Pulling too little or easing in the elevator too slowly can effect a loop so large that the plane runs out of airspeed before reaching the top. Therefore, deliberately initiate your first loops with at least half elevator. KPTR: The most crucial requirement for a good loop is entering it with the wings level. B-42

4 DS Fixed Elevator Positions and Throttle Reductions The size of each loop is controlled by targeting a specific fixed elevator stick position at the start: Holding in a large elevator input at the start will produce a tighter loop, and vice-versa. The pull itself needs to be smooth, yet also deliberate (not slow), in order to establish a consistent loop radius right away. ( Hunting or trying to slowly finesse the elevator at the start produces loops that are both inconsistent and so large and slow at the top that they tend to stray off heading.) Speed: Reducing the power to approx. 1/4 prevents the airspeed from becoming excessive on the back side of the loop. Smaller elevator input = Larger loop (requires full power) 1/4 Note: Many flyers make the mistake of completely idling the motor at the top of the loop, and then experience the plane sharply falling out of the loop. Being the slowest point, the top of the loop is the last place you should reduce power! Maintaining power over the top both helps to keep the loop rounder and tracking straight. Optional power reduction Medium elevator input = Medium size loop 1/2 Larger elevator input = Tighter loop Reduce the throttle only after the plane has gone over the top of the loop and is starting to build up airspeed. Then reposition the throttle for level flight or your next maneuver immediately after the loop has been completed. 3/4-full throttle 3/4 To become proficient at aerobatics you must grasp that it is your inputs that determine the results. To change the results, start changing your inputs. B-43 KPTR: Control the size of your loops with how far you pull the elevator at the start, not by changing the pace of your initial pull.

5 12 Pinch Round Loops DS 9 loop will naturally begin to tighten or pinch near the top as the airplane slows. The result is a slightly egg shaped loop. If a clock were inserted into a basic loop, you would see that the pinch typically starts after 10:00 or 2:00, depending on the direction the loop is entered. These will be your key points to reduce the elevator and keep the loop round over the top. The standard technique to perform a round loop is to hold in a fixed amount of elevator at the start. t the front side key point, slightly reduce your elevator input to float over the top. Nearing the back side key point, return the elevator to its original position to match the back side radius to the front side Return the elevator input to the original amount (half). 10:00 Key Point Float note: Releasing too much elevator and creating a flat spot on top of the loop occurs for the same reason people over-control at every skill level. They want to see their inputs doing something! Here, the elevator input should be reduced just enough to prevent the loop from pinching. When in doubt, float less, rather than more! (e.g. half elevator) B 2:00 10:00 Float B. Slightly reduce your elevator input to float over the top. 2:00 Key Point KPTR: Reduce your elevator input slightly between 10:00 & 2:00 to routinely perform round loops. B-44

6 DS Basic ileron Roll Sequence The basic aileron roll utilizes a degree climbing start to allow you to roll without worrying about altitude or the ground. The most important step in the sequence is making sure that you neutralize the elevator used to establish the climb before applying aileron. Keeping the steps separate helps to ensure that only aileron is applied during the roll, thus keeping the roll axial and on the same heading. Then get ready to quickly neutralize the aileron at the instant the wings are level, and pull out level. Half-full throttle Note: While aerobatic airplanes will roll just fine at half throttle, rolls performed at lower airspeeds tend to be more influenced by gravity and therefore tend to drop more toward the end. Rolling at higher speeds reduces the influence of gravity and therefore lessens the drop. pplying full aileron also makes a roll easier since the roll is completing before it has a chance to lose any appreciable altitude. Barrel Roll Guard against getting ahead of yourself by going directly into the aileron while still holding in elevator, and thus effecting a clumsy barrel roll and loss of heading. B-45 KPTR: Passing through neutral between the elevator and aileron inputs ensures an axial roll that stays on heading.

7 Refined Horizontal Roll DS When you re comfortable with basic rolls, you are ready to add a bump of down elevator (push) to keep the plane level as it rolls through inverted. Since the plane is inverted for only a brief moment during the roll, the down elevator input needs to be brief as well, i.e., a bump. The addition of the bump of down means that you can begin to shallow the start of your rolls also. Pull the nose up slightly, neutralize the elevator, then initiate the aileron roll. Bump Now Push s the plane rolls through inverted, briefly bump down elevator (in-out) while continuing to hold in the aileron. Quickly neutralize the aileron at the instant the wings are level, and pull out as needed. good bump of down will produce a level roll without the bump being obvious. If the bump forces the plane off heading, it was either too large, or more likely, held in too long. Note: Flyers who attempt to base their down elevator input on watching the plane will end up holding the elevator in too long and effecting a barrel roll with a loss of heading and altitude. You will do best to bump less, rather than more. Incorrectly holding in down elevator Practice note: Refinements only help to perfect otherwise good maneuvers. If the bump of down causes you to start botching your rolls, temporarily leave it out until you can comfortably perform the basic version of the roll again. Then, while maintaining good basics, attempt to reintroduce it. KPTR: Rehearse briefly inputting the bump of down elevator (in-out) while continuing to hold the aileron. B-46

8 XP7202 DS Consecutive Rolls Sequence The logical progression from a good single roll is a double (consecutive) roll. s usual, pull up slightly and then commit to rolling. Each time the airplane rolls through inverted, briefly bump down elevator (push). s the airplane approaches the start of the second roll, briefly pull up elevator again. Note: Utilizing a climbing start at first will facilitate greater comfort and therefore ease learning to input the elevator bumps at the appropriate times. fter that, you can begin to shallow the entry. Half-full throttle Commit to holding in aileron. Now your only concern is watching when to apply the elevator bumps Now Now Now Pull Push Pull Push Pull Bump Bump Bump While the type of elevator inputs used during rolls are predetermined, i.e., brief bumps, you will need to watch the airplane to determine when to input them. Note that after each elevator bump, you will be returning to only holding in aileron until it s time to apply the next bump. If you go directly from one bump into the next (prematurely), you will cause the roll to change heading. Untold hours of practice might be saved by taking a few minutes to rehearse holding in the aileron while inputting the individual elevator bumps on your transmitter beforehand! That way, when you fly, all you will have to think about is when to apply each bump of elevator, not how to. B-47 KPTR: Learning to bump elevator during rolls is much easier initially from a climbing start.

9 Basic 4-Point Hesitation Roll Sequence DS 4-point hesitation rolls are truly satisfying when done well. By definition, the main objective is to precisely stop at each 90 degree point of a roll. Note: Things happen too fast to merely react to the wings. Therefore, you will need to concentrate instead on applying consistent aileron inputs that result in stopping your roll every 90 degrees. Of course, developing the correct timing will be much easier utilizing a climbing start for your first few attempts. Note that each point should be clearly defined by pausing at neutral for a count before rolling to the next point. One Two Three Four 3/4-full throttle Pause high throttle setting is preferable during point rolls to minimize the amount of drop when the plane is paused on its side and inverted. Using large aileron inputs also makes the roll easier by helping to complete all 4 points before the roll loses undue altitude. x4 fter reflecting on the results of your first attempt, go into the next effort with the appropriate speeding up or slowing down of your aileron inputs. For example, if you re consistently over-shooting the points, you ll need to apply your aileron inputs (in-out) at a slightly faster tempo. focus on developing the correct timing is not to say that a faster or slower tempo is more ideal. The correct tempo is whatever it needs to be to complete the last 4th point with the wings level. KPTR: The objective is to apply 4 aileron inputs at an even tempo that results in precise points. B-48

10 DS Refined Horizontal 4-Point Roll Once you master the timing of a basic 4-point roll, it s easy to add a brief push of down elevator during the inverted 2nd point to significantly reduce the drop overall. To avoid barreling the roll, remember to neutralize the aileron before pushing, and to take out the push before initiating the 3rd point. One Three 3/4-full throttle Two/Push Push Four Pull out 1 P U S E 2 (2) 3 P U S E 4 Note: The push is added after establishing a good inverted (wings level) 2nd point. Be careful not to get so far ahead of yourself thinking about the push that you never establish a good 2nd point! helpful technique to avoid this is to pause at neutral for a moment before pushing to make sure that the wings are level. It also helps initially to extend the push for a few moments longer than you would normally to get a really good feel for how much push you need. Warmup: (ileron) Over-neutral, one. Over-neutral, push-push-push. Over-neutral, three. Over-neutral, four. Pull out B-49 KPTR: dd the independent push after establishing an accurate 2nd point.