[NSRCA-discussion] Rudder

[J N Hiller]

Oh boy, we now have a 90-degree wind change, right down the runway. Yes you
are correct, the nose will need to be pitched to the belly to maintain a
vertical track down line. Most of the time a stall turn into or with the
wind is more difficult because just before kicking full rudder the airplane
will need to be brought back to vertical or it will flop and the airspeed is
virtually gone. Carrying some power or bleeping the throttle or initiating
the stall turn prematurely results in a fly-over with a 1-2 wingspan offset
(1/2 span allowed) or more, however this downgrade is less than a zero and I
see it a lot. Immediately after the rotation the nose will need to be
pitched into the wind and gradually brought back to near vertical as the
speed increases. Flying in the wind can be fun if you have a back-up
airplane.
Jim Hiller

-----Original Message-----
From: nsrca-discussion-bounces at lists.nsrca.org
[mailto:nsrca-discussion-bounces at lists.nsrca.org]On Behalf Of Bob Wilson
Sent: Wednesday, October 10, 2007 10:43 AM
To: NSRCA Mailing List
Subject: Re: [NSRCA-discussion] Rudder

I understand that the CG is the point that is judged on the up and
down-line.  So...on an upline directly into the wind the airplane will be
something less than vertical.  Conversely, on the downline the airplane will
have to be "over-rotated" (actually somewhat inverted) to maintain its
vertical track.  Recovery to horizontal flight, then, will be slightly more
than 1/4 loop.
Is this correct?


On 10/10/07, Bob Richards < bob at toprudder.com <mailto:bob at toprudder.com> >
wrote:
That is the best description I have read so far. Agree 100%.

Not long ago, I was talking with someone about wind correction and mentioned
that a very small amount of aileron should be used when pulling a radius to
a vertical line. He said if he ever saw me do it while he was judging, he
would downgrade. I told him if I do it right, he will never see it. :-)

Bob R.


J N Hiller < jnhiller at earthlink.net <mailto:jnhiller at earthlink.net> > wrote:
This has been an interesting discussion. The airplane dose not establish a
crab angle on it's own when in the air. The airplane has a crab angle in
horizontal flight and when it is pulled vertical the wings will not be
perpendicular to the flight path without a roll correction. The need for the
correction will be apparent and automatically applied prior to finishing the
radius. When a roll input is applied with elevator it changes the heading in
the direction of roll, (think barrel roll) in this case into the wind as it
finishes the radius. Most of the time it will be excessive requiring a
little opposite (down wind) rudder correction unless the upwind wing was
high entering the pull-up. Once the airplane is leaning to one side in a
vertical the lean will increase and is especially noticeable as it slows.
Some increase is needed to maintain wind correction and the need for
opposite rudder to maintain a vertical track depends on how rapidly the
airplane is decelerated. Most of the time I will try to apply some down wind
rudder with the roll correction at about 45 degrees, before the need becomes
visible as it is nearly always required. In short just point the airplane in
the direction you want it to go and stir the sticks as necessary.
Jim Hiller



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