<html><head></head><body style="word-wrap: break-word; -webkit-nbsp-mode: space; -webkit-line-break: after-white-space; "><div>Hi Ron,</div><div><br></div><div>I found a definition that I think we can live with.</div><div><br></div><span class="Apple-style-span" style="font-family: sans-serif; font-size: 13px; line-height: 19px; "><table style="font-size: 13px; color: black; background-color: white; position: static; z-index: auto; "><tbody><tr><td><a href="http://en.wikipedia.org/w/index.php?title=Snap_Roll&action=edit&redlink=1" class="new" title="Snap Roll (page does not exist)" style="text-decoration: none; color: rgb(204, 34, 0); background-image: none; background-repeat: initial; background-attachment: initial; -webkit-background-clip: initial; -webkit-background-origin: initial; background-color: initial; background-position: initial initial; ">Snap Roll</a>; Flick roll; Flick</td><td>A family of rapid autorotational or "horizontal spins," not unlike spins. Rotation is induced by a rapid pitch input followed by rapid <a href="http://en.wikipedia.org/wiki/Yaw_angle" title="Yaw angle" class="mw-redirect" style="text-decoration: none; color: rgb(0, 43, 184); background-image: none; background-repeat: initial; background-attachment: initial; -webkit-background-clip: initial; -webkit-background-origin: initial; background-color: initial; background-position: initial initial; ">yaw</a> input, thus stalling one wing further than the other. This imbalance in lift causes the high speed roll.</td><td><div class="center" style="width: 191px; text-align: center; "><div class="floatnone" style="margin-left: auto; margin-right: auto; "><a href="http://en.wikipedia.org/wiki/File:Aeros_fig_flickroll.svg" class="image" style="text-decoration: none; color: rgb(0, 43, 184); background-image: none; background-repeat: initial; background-attachment: initial; -webkit-background-clip: initial; -webkit-background-origin: initial; background-color: initial; margin-left: auto; margin-right: auto; background-position: initial initial; "><img alt="Aeros fig flickroll.svg" width="108" height="33" style="border-top-style: none; border-right-style: none; border-bottom-style: none; border-left-style: none; border-width: initial; border-color: initial; vertical-align: middle; margin-left: auto; margin-right: auto; " id="b182592f-895a-4f92-b51d-b1ec0d5d4856" apple-width="yes" apple-height="yes" src="cid:C8208BF9-3935-41D1-9AE0-BEA53FC91F63@socal.rr.com"></a></div></div></td></tr></tbody></table></span><div><br></div><div>Notice that it says rotation is induced by one wing stalling further than the other. It doesn't say the roll can't be maintained (prolonged) by using ailerons. I also believe "stalled further than the other" simply means producing less lift than the other not stalled beyond the critical angle of attack. </div><div><br></div><div>So I guess it is up to the judge to determine if he sees a break in pitch and a break in yaw that starts the rotation before ailerons are applied. Just kidding.</div><div><br></div><div>Jim</div><div><br></div><div><br></div><div><div>On Oct 16, 2009, at 8:11 AM, Ron Van Putte wrote:</div><br class="Apple-interchange-newline"><blockquote type="cite"><div>Yes, I agree with the elimination of the autorotation/stall requirement and describe the desired flight path, not how to achieve it.<br><br>Ron VP<br><br>On Oct 16, 2009, at 9:41 AM, James Oddino wrote:<br><br><blockquote type="cite">Ron, I agree completely with you and Jerry. My point is we can get a similar airframe response at similar asymmetrical lift on the left side by using ailerons along with rudder and elevator. Autorotation refers to rolling induced by an unstable CL/alpha that occurs only on the right side. There, as alpha increases lift decreases so the wing descends resulting in alpha increasing and so on. On the rising wing, alpha is decreasing so lift is increasing so the wing keeps rising. The result is a spontaneous, continuous roll.<br></blockquote><blockquote type="cite"><br></blockquote><blockquote type="cite">This is untrue on the left side but we can and do induce rotation with ailerons. If we want to fix the rules we should probably get rid of the autorotation/stall requirement and describe the desired flight path, not how to achieve it. Agree?<br></blockquote><blockquote type="cite"><br></blockquote><blockquote type="cite">Make sense?<br></blockquote><blockquote type="cite"><br></blockquote><blockquote type="cite">Jim<br></blockquote><blockquote type="cite"><br></blockquote><blockquote type="cite"><br></blockquote><blockquote type="cite">On Oct 16, 2009, at 6:58 AM, Ron Van Putte wrote:<br></blockquote><blockquote type="cite"><br></blockquote><blockquote type="cite"><blockquote type="cite">Jerry's point is that the airplane can't get to the portion of the CL/alpha curve to the right, above the critical alpha. Too many Gs on the airplane at normal flying speed.<br></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote><blockquote type="cite"><blockquote type="cite">Ron VP<br></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote><blockquote type="cite"><blockquote type="cite">On Oct 16, 2009, at 12:36 AM, James Oddino wrote:<br></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite">The way I see it, most of the folks think that the wing is stalled or it isn't. This is not the case. Stalled typically refers to the portion of the CL/alpha curve to the right, above the critical alpha. The CL does not go to zero when alpha exceeds the critical 15 or so degrees but drops with a relatively low slope. That means it is still providing lift. It can also be at different values on each panel. This is what Jerry was talking about when he referred to stalling the wing asymmetrically. (See excerpt below).<br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite">I submit we can create a similar asymmetrical Lift on the left side of the curve, below the critical angle and produce a SNAP ROLL with the application of ailerons. This is probably not a true autorotation that would occur with rudder and elevator only if we were on the "stalled" side of the curve, but the resulting airframe response looks the same.<br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite">I rest my case, Jim<br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite">I am not an aeronautical engineer. Where is Jim Alberico when we need him?<br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite">On Oct 15, 2009, at 6:23 PM, Ron Van Putte wrote:<br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><blockquote type="cite">I was busy when this came in and didn't sit down to read it until tonight. I'm an aeronautical engineer and EVERYTHING Jerry wrote made sense to me and I'm a picky engineer. I hope everyone was able to wade their way through it and understood what Jerry wrote. He used some technical stuff that may have slowed some down, but it was presented in such a way that most R/C aerobatic pilots should understand the logic.<br></blockquote></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><blockquote type="cite">Well done Jerry.<br></blockquote></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><blockquote type="cite">Ron Van Putte<br></blockquote></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><blockquote type="cite">On Oct 14, 2009, at 5:12 AM, Budd Engineering wrote:<br></blockquote></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><blockquote type="cite">So what are we doing to make the plane present what appears to be a snap roll when we can't actually be stalling the wing asymmetrically to induce autorotation like many claim?<br></blockquote></blockquote></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite">_______________________________________________<br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite">NSRCA-discussion mailing list<br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><a href="mailto:NSRCA-discussion@lists.nsrca.org">NSRCA-discussion@lists.nsrca.org</a><br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><blockquote type="cite"><a href="http://lists.nsrca.org/mailman/listinfo/nsrca-discussion">http://lists.nsrca.org/mailman/listinfo/nsrca-discussion</a><br></blockquote></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><br></blockquote></blockquote><blockquote type="cite"><blockquote type="cite">_______________________________________________<br></blockquote></blockquote><blockquote type="cite"><blockquote type="cite">NSRCA-discussion mailing list<br></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><a href="mailto:NSRCA-discussion@lists.nsrca.org">NSRCA-discussion@lists.nsrca.org</a><br></blockquote></blockquote><blockquote type="cite"><blockquote type="cite"><a href="http://lists.nsrca.org/mailman/listinfo/nsrca-discussion">http://lists.nsrca.org/mailman/listinfo/nsrca-discussion</a><br></blockquote></blockquote><blockquote type="cite"><br></blockquote><blockquote type="cite">_______________________________________________<br></blockquote><blockquote type="cite">NSRCA-discussion mailing list<br></blockquote><blockquote type="cite"><a href="mailto:NSRCA-discussion@lists.nsrca.org">NSRCA-discussion@lists.nsrca.org</a><br></blockquote><blockquote type="cite"><a href="http://lists.nsrca.org/mailman/listinfo/nsrca-discussion">http://lists.nsrca.org/mailman/listinfo/nsrca-discussion</a><br></blockquote><br>_______________________________________________<br>NSRCA-discussion mailing list<br><a href="mailto:NSRCA-discussion@lists.nsrca.org">NSRCA-discussion@lists.nsrca.org</a><br>http://lists.nsrca.org/mailman/listinfo/nsrca-discussion<br></div></blockquote></div><br></body></html>