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djpacro Certificates/Ratings/Crew Stations: 1. "RE: Vertical Rolls" 05-18-03, 11:22z  This can be a very big subject - like another I mentioned previously - best dealt with at our Asses Ears training camps over a bottle of red wine then, much later the next day: There's an optimum load factor to pull up at to maximise airspeed in the vertical. The higher the entry speed, the higher that g value. Lower g for biplanes as they have higher induced drag. Sorry, I cant quantify it offhand. Your're going to do a lot of work to get the verticals right so start with this exercise. Try pulling up at different g levels and note how high you go (note altitude as you go around in the hammerhead). The you need to work on the vertical line, without rolling. Helps to have some-one on the ground to critique, plus a sighting device on the I strut. Your critiquer should be able to tell you where you're going wrong. Then do partial rolls. Many pilots look in the opposite direction to the roll - helps to pick up reference point for stopping the roll - otherwise it suddenly appears from behind the wing. Get your critiquer to correct your control inputs in doing a 1/4 roll then a 1/2 roll. Once you've achieved a good vertical give it full aileron. Plus a dash of elevator and a tad of rudder as determined from these exercises. You need to get the verticals right before doing the roll exercises. The partial rolls help to identify errors due to your control input. An error in pitch input results in being offline in yaw by the time you've rolled around 90 deg. Correcting deviations results in larger control deflections, extra drag so less vertical penetration. Regards, Dave Pilkington http://www.ozaeros.com/clubaeros/assesear.htm Remove | Alert Edit | Reply | Reply With Quote | Top

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Subject      Author      Message Date     ID      Vertical Rolls    CRodin       05-16-03              RE: Vertical Rolls    djpacro       05-18-03       1         RE: Vertical Rolls    Patty_Wagstaff       05-18-03       2

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