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<p class=MsoNormal><font size=2 color=navy face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:navy'> In the current Master’s sequence,
the Avalanche with 1 ½ snap (from the bottom)- The model is inverted and
flies the first half of the outside loop. The aircraft is supposed to pitch up
(pull) for the break, then perform the 1 ½ snap roll. In the Advanced Sequence
Avalanche with a single snap , the aircraft is inverted at the top, but the
pilot has to pitch (push) before the roll. In both situations, it seems
likely that judges will have to look hard to see the break because of the
altitude/location/climb of the model, no?.<o:p></o:p></span></font></p>
<p class=MsoNormal><font size=2 color=navy face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:navy'><o:p> </o:p></span></font></p>
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10.0pt;font-family:Arial;color:navy'><o:p> </o:p></span></font></p>
<p class=MsoNormal><font size=2 color=navy face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:navy'>Frank<o:p></o:p></span></font></p>
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<p class=MsoNormal><b><font size=2 face=Tahoma><span style='font-size:10.0pt;
font-family:Tahoma;font-weight:bold'>From:</span></font></b><font size=2
face=Tahoma><span style='font-size:10.0pt;font-family:Tahoma'>
nsrca-discussion-bounces@lists.nsrca.org
[mailto:nsrca-discussion-bounces@lists.nsrca.org] <b><span style='font-weight:
bold'>On Behalf Of </span></b>rcmaster199@aol.com<br>
<b><span style='font-weight:bold'>Sent:</span></b> Friday, October 16, 2009
9:43 AM<br>
<b><span style='font-weight:bold'>To:</span></b>
nsrca-discussion@lists.nsrca.org<br>
<b><span style='font-weight:bold'>Subject:</span></b> Re: [NSRCA-discussion]
Suggested New Snap Roll (Brake Roll)Description</span></font><o:p></o:p></p>
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<p class=MsoNormal><font size=3 face="Times New Roman"><span style='font-size:
12.0pt'><o:p> </o:p></span></font></p>
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<p class=MsoNormal><font size=2 color=black face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:black'>Jerry Budd explained pretty well the fact
that pattern planes are so lightly loaded that a large amount
of force in pitch must exist to cause a stall. Stalls, accelerated and/or
assymetric, I don't think are what happens in a pattern snap.<o:p></o:p></span></font></p>
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<p class=MsoNormal><font size=2 color=black face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:black'> <o:p></o:p></span></font></p>
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<p class=MsoNormal><font size=2 color=black face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:black'>I believe an assymetry in lift does
however. Think of the the wing as two halves (fancy that) where one sides lifts
the equivalent of its whole area and the other side only a small percentage.
Neither panel is stalled per se....one simply lifts less than the other. Yaw
will induce the differential lift once the wing has been loaded in pitch.
Assymetric lift will cause the wing to autorotate in roll axis.....we
accelerate that autorotation with ailerons (duh!!). Some planes will snap with
yaw command alone once pitch loading has happened. Most pattern planes will not
because, as Jerry pointed out, it doesn't take a whole lot of lift to keep a
pattern plane flying<o:p></o:p></span></font></p>
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<p class=MsoNormal><font size=2 color=black face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:black'> <o:p></o:p></span></font></p>
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<p class=MsoNormal><font size=2 color=black face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:black'>My 2c<o:p></o:p></span></font></p>
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10.0pt;font-family:Arial;color:black'> <o:p></o:p></span></font></p>
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<p class=MsoNormal><font size=2 color=black face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:black'>MattK<o:p></o:p></span></font></p>
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10.0pt;font-family:Arial;color:black'> <o:p></o:p></span></font></p>
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<p class=MsoNormal><font size=2 color=black face=Arial><span style='font-size:
10.0pt;font-family:Arial;color:black'> <o:p></o:p></span></font></p>
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<p class=MsoNormal><font size=3 face="Times New Roman"><span style='font-size:
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<p class=MsoNormal><font size=3 face="Times New Roman"><span style='font-size:
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<p class=MsoNormal style='margin-bottom:12.0pt'><font size=3
face="Times New Roman"><span style='font-size:12.0pt'>-----Original
Message-----<br>
From: Martin X. Moleski, SJ <moleski@canisius.edu><br>
To: General pattern discussion <nsrca-discussion@lists.nsrca.org><br>
Sent: Fri, Oct 16, 2009 6:43 am<br>
Subject: Re: [NSRCA-discussion] Suggested New Snap Roll (Brake Roll)
Description<o:p></o:p></span></font></p>
<div id="AOLMsgPart_0_905f6800-74da-4358-b0e3-a5e175f882e1">
<p class=MsoNormal style='background:white'><font size=1 color=black
face=Tahoma><span style='font-size:9.0pt;font-family:Tahoma;color:black'>Keith
Black wrote: <br>
> How about this definition: <br>
<br>
> At the start of a snap-roll, the fuselage attitude must show a <br>
> definite break and separation from the <br>
> flight path, before the rotation is started, since the model
aircraft <br>
> is supposed to be in a stalled <br>
> condition throughout the maneuver ... <br>
<br>
That what Vicente (and others) are arguing is a bad <br>
definition for our purposes. <br>
<br>
I agree with those who want to remove all references to <br>
stalling from the definition of the maneuver. <br>
<br>
The model must depart (break away) from all three <br>
axes. Saying that the first departure must be separated <br>
from the other two does not make good sense to me. <br>
<br>
Demonstrating the kind of "stall" that leads to a <br>
spin entry is very different from the assymetric stall <br>
required for autorotation--at least in my own understanding <br>
of what accelerated stalls are like. <br>
<br>
Marty <br>
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