<div>Nat</div>
<div><SPAN contentEditable=false style="DISPLAY: inline-block"></SPAN>Hmmmmm. Maybe in pure and perfect terms of control input vs control surface response vs aircraft response....maybe just maybe. </div>
<div> </div>
<div>In the "real" world, it seems to me that such panacea is impossible. Therefore, as Earl suggests, pitch is the necessary preloader of the wing. The instant the wing is loaded in pitch, it becomes much more prone to other disturbances such as yaw command which effectively blanks out some of the inboard panel and reduces lift on that side (fuse yaws to cause the blanking). Roll then takes over and flips the crate over coupled with the unbalanced lift.</div>
<div> </div>
<div>Wonder if some foamy experiments with unbalanced wing areas would help illustrate some of the fine points of snaps.</div>
<div> </div>
<div>Matt</div>
<div><br>
</div>
<div><br>
</div>
-----Original Message-----<br>
From: Nat Penton <natpenton@centurytel.net><br>
To: NSRCA Mailing List <nsrca-discussion@lists.nsrca.org><br>
Sent: Mon, Oct 22 1:36 AM<br>
Subject: Re: [NSRCA-discussion] Judging-snap & spin<br>
<br>
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<div><FONT face=Arial>The problem we have is not understanding snap dynamics.</FONT></div>
<div><FONT face=Arial></FONT> </div>
<div><FONT face=Arial>Rudder, elevator and aileron are EQUALLY important to the snap.</FONT></div>
<div><FONT face=Arial></FONT> </div>
<div><FONT face=Arial>Visionalizing the S & L up/rt snap we see that aileron makes a critical contribution to reaching the lead wing stall AOA ( due to rud ).</FONT></div>
<div><FONT face=Arial></FONT> </div>
<div><FONT face=Arial>To be a thing of beauty ( ahem, 10 ) the break will need to be initiated simaltaneously on all axis. Nat</FONT></div>
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<div style="FONT: 10pt arial">----- Original Message ----- </div>
<div style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B> <A title=ejhaury@comcast.net href="mailto:ejhaury@comcast.net">Earl Haury</A> </div>
<div style="FONT: 10pt arial"><B>To:</B> <A title=nsrca-discussion@lists.nsrca.org href="mailto:nsrca-discussion@lists.nsrca.org">NSRCA Mailing List</A> </div>
<div style="FONT: 10pt arial"><B>Sent:</B> Sunday, October 21, 2007 2:54 PM</div>
<div style="FONT: 10pt arial"><B>Subject:</B> Re: [NSRCA-discussion] Judging-snap & spin</div>
<div><br>
</div>
<div><FONT face=Arial size=3>I also agree with the comments of Jon and John. Chris's observations are also valid and I'd like to expand on his thoughts a bit. </FONT></div>
<div><FONT face=Arial size=3></FONT> </div>
<div><FONT face=Arial size=3>Remember, we use contestant judging - so it's a pretty good bet that if the judge isn't capable of judging a snap correctly, it's also unlikely that person can perform one correctly as a pilot. I'll bet that often the judge "requiring" a huge "break" is the same person flying them with a snap switch, or dual rates, set to maximum travels for all axis. They just chop power and pull the switch or stuff the sticks into the corner. Generally this results in a three axis track departure of some 15 to 30 degrees (as a barrel roll), now interpreted as a "break", before flow separation occurs on the lagging wing and a snap actually occurs. These excessive control inputs also bury the snap and make it totally ugly. However - these folks are doing what they think is required for a snap, so it must be right. (A lot of these never snap and are total barrel rolls.)</FONT></div>
<div><FONT face=Arial size=3></FONT> </div>
<div><FONT face=Arial size=3>So - the education process is better focused on the pilot than the judge, and both will benefit (as will we all). As John points out - each full scale will have different snap characteristics. Same with pattern airplanes, and each situation may vary (45 deg lines, vertical up -down, level, avalanche, etc.). Snaps take a good set-up and skill to fly well, as well as being a fun part of pattern. Flyers who take the time to determine just what set-up up and technique their airplane needs to snap well shouldn't be penalized by those (pilot judges) who don't. However, this whole issue might slip away if those who've figured out how to do decent snaps would take the time to share with those that haven't. </FONT></div>
<div><FONT face=Arial size=3></FONT> </div>
<div><FONT face=Arial size=3>Earl</FONT></div>
<div><FONT face=Arial size=3></FONT> </div>
<div><FONT face=Arial size=3></FONT> </div>
<div><FONT face=Arial size=3></FONT> </div>
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<div style="FONT: 10pt arial">----- Original Message ----- </div>
<div style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B> <A title=cjm767driver@hotmail.com href="mailto:cjm767driver@hotmail.com">chris moon</A> </div>
<div style="FONT: 10pt arial"><B>To:</B> <A title=nsrca-discussion@lists.nsrca.org href="mailto:nsrca-discussion@lists.nsrca.org">nsrca-discussion@lists.nsrca.org</A> </div>
<div style="FONT: 10pt arial"><B>Sent:</B> Sunday, October 21, 2007 2:01 PM</div>
<div style="FONT: 10pt arial"><B>Subject:</B> Re: [NSRCA-discussion] Judging-snap & spin</div>
<div><br>
</div>
Jon and John are correct in their comments. <br>
To add something - I think the problem is that many of us "cater" to the <br>
judges who do not judge these maneuvers correctly. There is no <br>
requirement to over exaggerate the break in order to do the maneuver, <br>
however many do just that as a defensive tactic against the judge who <br>
refuses to judge correctly. The problem is the JUDGE - not the pilot. <br>
I don't advocate changing the schedules or K factors as a work around <br>
for poorly informed judges. We are much too politically correct and <br>
accept the zeros from them if we don't do it "their" way. If you <br>
compete regularly, you know who they are and cater your maneuver to <br>
accommodate their lack of ability in the chair. Sorry for the rant, but <br>
we are talking about fixing things the wrong way for the wrong reasons. <br>
<br>
Chris <br>
<br>
<br>
John Ford wrote: <br>
> Jon, <br>
> Hear, hear. <br>
> Couldn't have said it better! <br>
> I also share the opinion that in the case of the snap (or the spin <br>
> entry for that matter), our judging standards don't judge actual <br>
> flight characteristics of the particular plane, and we are asking <br>
> pilots to exagerate the break because that is what we agreed we wanted <br>
> to see all the time, not because every plane should show it naturally. <br>
> Maybe we are sitting on this bed of nails because for many people, the <br>
> mystery and controversy of the break is more attractive than <br>
> aerodynamic reality? <br>
> I've done lots of snaps in full-sized planes and there are as many <br>
> break styles as there are airplane designs. Some older/larger planes <br>
> require that you slow up and reef back almost to the buffet before <br>
> mashing the rudder, others are so touchy that a modest tap on the <br>
> rudder with only a hint of pitchup will send the beast thru 150 <br>
> degrees of autorotation before you can think about it. In both cases, <br>
> believe me, it was a true snap roll, but in the first case, you may <br>
> have seen some break, but in the latter, it would have looked like <br>
> everything happened at the same time around all 3 axes. I'm sitting in <br>
> the thing, and I can't tell! <br>
> Essentially the same comments for spin entry, in agreement with Jon's <br>
> comments. <br>
> I'll judge by the rules of the CD, but I do it with a bit of a <br>
> shoulder shrug, I suppose. <br>
> John <br>
> <br>
> */<A href="mailto:JonLowe@aol.com">JonLowe@aol.com</A>/* wrote: <br>
> <br>
> The age old problem of what a "break" is in a snap was solved at <br>
> the Don Lowe Masters a couple of years ago. They defined it as a <br>
> "simultaneous departure in all three axis". There you saw graceful <br>
> snap entries, clearly defineable as a snap. At the IMAC Tuscon <br>
> shootout, they had had the pitch departure requirement, and most <br>
> were pitching what looked like 45 degrees (was probably 25 <br>
> degrees), before they entered the snap. Break, pause, enter snap. <br>
> Ugly as hell. At a pattern judging seminar I went to this year, we <br>
> sat around for half an our trying to decide what a "pitch break" <br>
> was. We finally decided that if you saw anything at all, it was <br>
> ok. But beware of IMAC judges crossing over, unless they have been <br>
> retrained. I got some 5's this year this year, because they didn't <br>
> see a large break. <br>
> As regards spin entries, there are too many spin entry nazis IMHO. <br>
> The rule book clearly defines downgrades for entries. In my book, <br>
> if they don't break any of those rules, (wing coming over before <br>
> the nose passes thru horizontal, not stalled, weathervaning, <br>
> etc.), I don't downgrade for the entry. Too many people want to <br>
> add their own definition to the rules about how an entry "should" <br>
> look, and tell you they downgraded or zeroed you. When you ask <br>
> them what specific rule you violated, they say it "didn't look <br>
> right". Some of these same people will coach you to "cheat" at the <br>
> entry to get a pretty one, dumping up elevator to get the nose to <br>
> fall thru, which really breaks the stall. Unfortunately, all <br>
> airplanes do not enter the same way, and some entries are not <br>
> pretty, but they don't break the rules. Maybe, as well as teaching <br>
> what isn't correct, we ought to teach what ISN'T downgradeable in <br>
> some of these manuevers. <br>
> Jon <br>
> In a message dated 10/21/2007 8:50:52 AM Central Daylight Time, <br>
> <A href="mailto:patterndude@tx.rr.com">patterndude@tx.rr.com</A> writes: <br>
> <br>
> Ron, <br>
> Your idea caused me to stop and think. I'm wondering if it <br>
> would really help, however. If a pilot "in the hunt" screws <br>
> the landing (K=1) he's now "out of the hunt" on that round. <br>
> Scores are often very compressed at local contests so even if <br>
> we reduce the KF, a bad score on any manuver is usually enough <br>
> to do mortal damage. <br>
> --Lance <br>
> <br>
> ----- Original Message ----- <br>
> *From:* Ron Lockhart <br>
> *To:* NSRCA Mailing List <br>
> <br>
> *Sent:* Saturday, October 20, 2007 11:34 AM <br>
> *Subject:* Re: [NSRCA-discussion] Judging-snap & spin <br>
> <br>
> Eliminating is one solution - a price that comes with that <br>
> solution is lack of practice doing and judging snaps- <br>
> which is desirable for some in AMA classes, and for sure <br>
> for those looking ahead to F3A. <br>
> An in between thought - reduce the K factor considerable <br>
> for snap and spin maneuvers. <br>
> That leaves them in the schedules, provides flying and <br>
> judging practice on them, but reduces the <br>
> impact of the imperfect judging of them on round scores. <br>
> Ron Lockhart <br>
> <br>
> ----- Original Message ----- <br>
> *From:* <A href="mailto:BUDDYonRC@aol.com">BUDDYonRC@aol.com</A> <br>
> *To:* <A href="mailto:nsrca-discussion@lists.nsrca.org">nsrca-discussion@lists.nsrca.org</A> <br>
> <br>
> *Sent:* Saturday, October 20, 2007 11:44 AM <br>
> *Subject:* Re: [NSRCA-discussion] Judging <br>
> <br>
> My cents worth on the subject. <br>
> Snaps and Spin entry seem to cause much of the problem. <br>
> Why do we continue to repeat trying to solve a problem <br>
> that most agree is controversial at best and <br>
> impossible to judge consistently on an equal basis? <br>
> Seems that the best solution is to eliminate these <br>
> from the schedules and pick maneuvers that more suit <br>
> Precision Aerobatics and their ability to be judged <br>
> correctly by everyone not just those who have advanced <br>
> to the top of the super judge platform. <br>
> <br>
> Buddy <br>
> <br>
> Jon Lowe <br>
> <br>
> <br>
> <br>
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