Aerobatics W e s t e r n c a p e PREC I S I O N a e r o b a t i c s
ISSUE 1 - 2013
A look back on the 2013 aerobatic season
PRECISION AEROBATICs
Precision
Aerobatics This is the third magazine of its kind, Issue one and two were based on the National Pattern scene, issue three, now only the Western Cape. The decision to make this issue local to the Western Cape was based on the lack of support from local pilots to take part in aerobatic competitions due to what ever reason they had at the time. The introduction of a local championship was made in February, small entries made this a priority and so the “Western Cape Precision Aerobatics” was set up. The events, now to be only local and the aim was to take aerobatics to the local clubs. This would give the events more appeal as a Precision Pattern plane was no longer needed to compete. So after a dismal Western Province Championships, I felt the sport had hit rock bottom and can go two ways, growth or end. Aerobatics next event was at PRF, the first time for many years and a keen club showed great enthusiasm with the guidance of Claude. Unfortunately the event had to be cancelled due to lack of entries, but future events at the club showed great prospects for the future. 2014 will see the introduction of new classes and schedules. In addition a “fly-off” at each competition will also be introduced. The idea is the top two pilots, 1st and 2nd from each class will fly an additional flight. The schedule for this will be an unknown schedule of 5 maneuvers taken from the normal class schedule. The two pilots will have 10 minutes to go over this with his caller before his flight. The scoring will be the same as normal and the winner will receive a floating trophy, replica and “another” prize. Also in 2014, your event scores will go towards an invitation to the WCPA Masters which will be held at Robertson over the weekend of November 15-16. The future of local Precision Aerobatics looks positive.
PRECISION AEROBATICs
3
ROUND 1 TMFC 24 FEBRUARY 2013
NOT A
GOOD START
Round 1 – TMFC The first league of 2013 in the
cape saw only 7 entries. Two new pilots from tmfc took part in the novice and sportsman class. Both pilots took well to competition, mike flew pattern years ago, Lawrence, his first event. A warm welcome to the world of pattern.
RESULTS 36.43 43.10
36.90. 40.32
34.20 51.59
31.16 42.46
SPORTSMAN Mike
41.59
ADVANCED Cobus
46.78 47.33 53.11
Rory
51.17
53.94 51.46
Four rounds scheduled and with the small entry should see all rounds finished by lunch. Fist up, Lawrence with his faithful stick, great to see a “normal” plane to compete. Lawrence ended up with a reasonable score of 40.32. Mike next in the sportsman class battled with a couple of dead sticks but ended with 42.46. Advanced was fort our between regular. Cobus and new comer Rory who was in the sportsman class later year. Both have been putting in a lot of practice but both still found the schedule quite tough. It was a close fort battle between both but in the end it was Cobus who took first place with a score of 51.46.
NOVICE Lawrence 40.95
The conditions hot and sunny with a slight se wind to start.
1
45.83 49.06 41.61
48.69
2
Stuart
58.50 53.83 56.06 53.11
56.13
1
Ernie
50.44 54.56 49.83 0
51.61
2
John
47.28 48.11 50.44 50.83 49.80
F3A MASTERS
3
F3a masters was between the regulars. Good to see john back in the class. So the three fort it out, Stuart taking the first round, lost his way a little on the second round. The third and fourth rounds where won by Stuart. Ernie only managed the first and second rounds because he had battery problems and had to fly johns plane for the rest of the competition. In the end it was Stuart who won the class with a score of 56.13, some work to do to get into the sixties. Thanks to the judges for the time and we look forward to the western province champs in 3 weeks. A small entry but there is hope that we have a good western province entry. The event this years is to include scale and large scale to be a truly western province provincial event. Should be a great weekend.
4
Pattern entries to Stuart and large scale and scale entries must go to Marc Wolffe.
PRECISION AEROBATICs
5
ROUND 2 HRF 23 MARCH 2013
western province championship
two days
in one day Round 2 – HRF
Very trying conditions greeted a small western province
championship entry. Twelve entries had been received but only 9 arrived on the day.
No novice entry so we started with Sportsman. Gabriel from the West Coast took to the air but had a dead stick and in the very windy conditions unfortunately didn’t make the runway and destroyed his swallow. This left Richard, Tim and Mario. Tim won the first round with his extra. On the second round Mario had a heavy landing and broke his prop which put him out for the rest of the competition. So Tim and Richard were left. Tim was always one step ahead of Richard and won the class, but it was close and I am sure Richard will be fighting for first next time. The usual Cobus and Rory took on the Advanced schedule. Cobus was always on top until round 4 when Rory showed Cobus that he cannot have it all his way. In the end Cobus won the class, once again the scores were close. The Masters class was down to Stuart and Ernie. André had battery issues and lack of practice so he called for both pilots. Stuart took the first round but Ernie wasn’t going to let him have it all his way and won the second and third round. The scores very close and down to the fourth round. Ernie, flying very well unfortunately lost his way and the sequence, scoring only a 29. This opened the door for Stuart to win the class. The conditions very bad, cold and very windy but all pilots took part in the spirit of the sport. We were all grateful to Horst, a club member who organized Spur breakfast and lunch for all. A reel bonus and a big thanks to him for his help. Thanks also to the judges, Nick, Martin and Kas for there dedication and to HRF club members for giving up there Saturday, but I would guess that they would not have flown anyway due to the conditions. Round 3 at PRF - 14 April, first time for years. Thanks to the guys who did pitch on the day, next time hope more entries.
6
PRECISION AEROBATICs
RESULTS Gabriel
2.46
-
-
-
-
Richard 49.71 51.74 47.39 48.41 54.15 2 Tim
52.32 50.43 54.20 55.94 49.95 1
Mario 44.49 43.04 - ADVANCED
-
-
Cobus
53.11
43.67 55.00
46.44
51.52
1
Rory
47.33
40.50 54.39
50.00
54.46
2
50.44 57.33 50.61 61.28
55.28 29.44
56.87 1 55.24 2
F3A MASTERS Stuart Ernie
58.00 53.83
The conditions very bad, cold and very windy but all pilots took part in the spirit of the sport. 7
Helderberg radio flyers
Western Cape Championships – March
Very different picture from last years event!
8
PRECISION AEROBATICs
Cold and windy Western Province Championships, attracted only 8 pilots! 9
Technical
Have you ever tried a hammerhead, Cuban-8, or Humpty Bump, only to have your plane fall out of the maneuver halfway through? You’ve seen these maneuvers, but for some reason, you cannot duplicate them.
Flight trimming for aerobatics is very different from just throwing in a few clicks of transmitter trim. It involves a series of setups designed to correct your plane’s bad tendencies and to lay the foundation necessary for all aerobatics: pure inputs. By ‘pure inputs,’ I mean that when you add rudder, the plane yaws without showing a tendency to pitch or roll. Likewise, when you apply aileron, your plane must roll on an imaginary line without making a heading change. Before you can ever hope to do precision aerobatics, your plane must be able to follow pure inputs at any attitude and speed. This concept may be new to you, but I assure you that every TOC and competitive aerobatics pilot works endlessly to achieve it. If you follow the setup procedures and practice the flight maneuvers described here, you’ll be able to successfully set your plane up for pure inputs and practice aerobatics with the same advantages as the top pilots.
Well, if you fly one of today’s aerobatics models, it must be properly trimmed not only for straightGROUND CHECK and-level flight but Before putting your plane through any set of aerobatics, also for aerobatics.
make sure its static setup is perfect. Eliminating setup flaws now will ensure that your work in the air will be constructive and predictable. If you bypass this step, your plane will not perform consistently enough for you to make sense out of the flighttrimming 1 procedure.
TEST FOR PROPER CG METHOD A
To prevent airflow transfer, make sure all the hinge gaps are sealed with covering. Because control surfaces operate on pressure differential, it is essential that you not lose air pressure between the trailing edge and the hinged surface. If the gap is left unsealed, it will allow the transfer of pressure and will decrease the effectiveness of your surface. More important, the air transfer will vary with speed and attitude, making it impossible to trim the plane properly when it’s airborne. To avoid this problem, disconnect the ailerons from the linkage; extend the ailerons to the maximum upward position and cover the V-shaped crevice. Do the same for the elevators, and seal your rudder gap as well. Now buy a good-quality deflection meter and measure the throw of each control surface. Each elevator half must travel the same distance up and down. The same goes for the ailerons; if one aileron has greater travel than the other, you will never achieve a perfect roll. Check all of the incidences. Be sure they match those called for on the plans. Check and double-check to make sure that your stab and wing are perfectly aligned. (If you have a large plane with a big chord, use the Robart meter.) It’s a good idea to check the elevator halves with an incidence meter to be sure that they are centered,
Roll inverted
too. Simply turn on your radio and check each elevator half by attaching the meter to your horizontal stab. Use the same meter for both sides to show any instrument error. Be sure your plane is propped up securely when you move the meter from one side to the other. Eliminate control-linkage slop by using superior hardware. If you have any slop in your system, your surfaces will not center properly, and you will always wonder why the plane doesn’t respond precisely to control inputs. Do yourself a favor and spend a few extra dollars on some really good hardware. Set your control throws to the minimum settings given in the plan. Contrary to popular belief, most precision aerobatics are done using very little control throw. If your setup allows too much travel, it will be difficult to make minor flight-heading adjustments, and this will make maneuvers look jumpy and erratic. Ailerons are set at 11 degrees up and 9 down (for differential, which we will discuss later). The rudder is not set for maximum deflection; start at about 20 degrees and work from there.
1° to 2°
Transmitter gimbal
From level flight OK
Tailheavy (neutral stick)
Noseheavy
METHOD B Tail-heavy
Nose-heavy
Tail drops while model falls.
Nose drops while model falls.
No adjustments Roll 90° Level flight
Do not apply rudder. Model falls looking like this.
10
the trailing edge and the hinged surface. If the gap is left unsealed, it will allow the transfer of pressure and will decrease the effectiveness of your surface. More important, the air transfer will
sure that your stab and wing are perfectly aligned. (If you have a large plane with a big chord, use the Robart meter and 36-inch conversion.) It’s a good idea to check the elevator halves
PRECISION AEROBATICs
Basic Flight Trimming
TRIM YOUR MODEL FOR
PRECISION AEROBATICS 1
TEST FOR PROPER CG METHOD A
From level flight
METHOD B
Roll 90° Level flight
Aerobatics flight trimming is highly dependent on the air-plane’s thrust line and CG. Before beginning, make sure that the CG and engine thrust are perfectly set. Changing them after you’ve started trimming for aerobatics will change the airplane’s characteristics and flight trim. Consider the CG and engine thrust as your foundation; if you change them, you change everything. Start with the CG (refer to the chart, “Flight Trimming”). To test for proper CG, roll the plane inverted and gauge how much down-elevator is required for level flight. You should be able to fly inverted while adding only a little down-elevator. Another test is to roll to knife-edge from Roll inverted straight flight and observe how your plane 1° to 2° Transmitter gimbal falls. If the nose falls first, the plane is probably nose-heavy; if the tail falls first, it Tailis tail-heavy. Change the CG by moving theOK heavy (neutral battery pack. Resist the temptation to add stick) weight; after all, lighter is better.
Now that the CG is set, you need to work Tail-heavythrough a on the thrust line. Fly your plane No adjustments set sequence of vertical uplines to quickly see exactly what is needed. Refer to the chart, and make the appropriate changes before proceeding. After all, if your plane won’t track vertically on its own, you will have to wrestle with it constantly.
Do not apply rudder.
Remember, the goal is to have your plane Tail drops model falls. as possible at anywhile attitude without your having to make constant inputs.
Model falls lookingfly likeas this.true
Noseheavy
Nose-heavy
Nose drops while model falls.
sure that your stab and wing are perfec the trailing edge and the hinged surface. If the aligned. (If you have a large plane with a gap is left unsealed, it will allow the transfer of chord, use the Robart meter and 36-inch conv pressure and will decrease the effectiveness of sion.) It’s a good idea to check the elevator hal your surface. More important, the air transfer will with an incidence meter to vary with speed and attitude, TEST FOR PROPER sure that they are center making it impossible to trim UPTHRUST/ too. Simply turn on your ra the plane properly when it’s DOWNTHRUST and check each elevator h airborne. To avoid this probNo adjustments by attaching the meter to y lem, disconnect the ailerons horizontal stab. Use the sa from the linkage; extend the meter for both sides to sh ailerons to the maximum any instrument error. Be s upward position and cover your plane is propped the V-shaped crevice. Do the securely when you move same for the elevators, and Model veers Model veers meter from one side to seal your rudder gap as well. this way; this way; other. Now buy a good-quality increase decrease downthrust. downthrust. Eliminate control-link deflection meter and measure slop by using superior ha the throw of each control surware. If you have any slop face. Each elevator half must your system, your surfaces w travel the same distance up not center properly, and y and down. The same goes for will always wonder why the ailerons; if one aileron Crosswind plane doesn’t respond p has greater travel than the cisely to control inputs. other, you will never achieve yourself a favor and spen a perfect roll. few extra dollars on so Check all of the incidences. Pull vertical Level really good hardware. Be sure they match those directly in front flight of you and Set your control throws called for on the plans. Check release sticks. the minimum settings giv and double-check to make
30
11
Technical
AEROBATICS FLIGHT PREFLIGHT: ENSURING SUCCESS TRIMMING
rary to popu- TEST FOR PROPER st precision LEFT THRUST/RIGHT THRUST ne using very row. If your No adjustments much travel, ult to make Model Model veers left; veers right; ding adjustincrease decrease right thrust. right thrust. is will s look tic. On Extra rees updegrees are set at 11 9 down (for h we will disrudder is not Do not m deflection; apply rudder. degrees and
TRIMMING
Wind from behind you or coming at you
trimming is t on the airne and CG. g, make sure engine thrust Changing them after you’ve for aerobatics will change the cteristics and flight trim. nd engine thrust as your founchange them, you change
CG (refer to the chart, “Flight st for proper CG, roll the plane e how much down-elevator is light. You should be able to fly ing only a little down-elevator. roll to knife-edge from straight e how your plane falls. If the plane is probably nose-heavy; st, it is tail-heavy. Change the e battery pack. Resist the tempht; after all, lighter is better. G is set, you need to work on Fly your plane through a set al uplines to quickly see exactly efer to the chart, and make the es before proceeding. After all, n’t track vertically on its own, o wrestle with it constantly.
12
From level flight, pull vertical at the end of the runway.
The secret to this can be Remember, the up goalinisthree to have summed words: your plane fly as true as rudder! possible In rudder, rudder, at any attitude without your aerobatics, the rudder is having to make constant inputs. the most important control AEROBATICS TRIMMING surface.FLIGHT Without it, competitive The secret to this can be summed aerobatics pilots would have in three words: rudder, aupvery difficult time making rudder, rudder! In aerobatthe plane lookis as ics, the rudder thethough most it’s always thecontrol same surface. distance from important Without competitive the flightit, line. Notice I said aerobatics would “look.” In apilots perfect world, have a very difficult time making rudder would be required in the plane look as though it’s few maneuvers, alwaysonly the asame distance fromsuch as hammer- heads, the flightline. Notice snaps, I said “look.” In a perfect world, rudder spins and knife-edge. I have yet wouldto bemeet required in onlyhowever, a few anyone, who maneuvers, such as hammercan successfully complete a heads, snaps, spins and sequence without using rudder knife-edge. I have yet to meet to correct badcan entry anyone, however,awho suc-or exit. cessfully complete and a sequence Crosswinds gusts can also without using the rudder to necessitate extensive use of
correct a bad entry or exit. Crosswinds and gusts can also necessitate the extensive use of rudder. Let’s say you decide to do a hammerhead (stall turn) to turn the plane around. By definition, a hammerhead is a constant-radius pull followed by a vertical upline into a stall. During the stall, the plane must rotate around its CG and head down the path it followed on the way up (within half a wingspan). You pull your plane upward and immediately notice your heading is slightly off; so you input a little rudder to correct it, but your plane is not set up for pure inputs. The rudder input introduces a pitch and roll, and you quickly find the model no longer heading straight up but moving away from you slightly and beginning to roll. So you pull the throttle back and hit the rudder, but the plane flops forward and earns you a big zero! Sound familiar? Now you know the importance of pure inputs and rudder corrections.
rudder. Let’s say you decide to a hammerhead (stall turn) ACHIEVING do “PURE INPUTS” to turn the planeofaround. Now that you’re sold on the importance pure By inputs, let’s go over how to achieve them. First, definition, a hammerhead is a set up your computer radio with two mixes. Make constant-radius pull followed rudder the master and ailerons the slaves. On the by a vertical upline into a stall. During the stall, the plane must rotate around its CG31 and head down the path it followed on the way up (within half a wingspan). You pull your plane upward and immediately notice your heading is slightly off; so you input a little rudder to correct it, but your plane is not set up for pure inputs. The rudder input introduces a pitch and roll, and you quickly find the model no longer heading straight up but moving away from you slightly and beginning to roll. So you pull the throttle back and hit the rudder, but the plane flops forward and earns you a big zero! Sound familiar? Now you
know the importance of pure inputs and rudder corrections.
ACHIEVING “PURE INPUTS” Now that you’re sold on the importance of pure inputs, let’s go over how to achieve them. First, set up your computer radio with two mixes. Make rudder the master and ailerons the slaves. On the second mix, make rudder the master and elevator the slave. Be sure to turn off every other mix that may have come with your radio—especially the aileron-to-rudder mix, which plays no part in aerobatics. Now you’ll fly the plane in knifeedge and program out the bad tendencies or coupling using these two mixes. (Coupling is the airplane’s tendency to roll or pitch with the application of rudder.) Fly your plane from left to right, roll right 90 degrees, and apply just enough left rudder to sustain knife-edge flight. Do not apply full rudder. Observe what your plane tends to do. A scale aerobatics design will usually pitch downward (toward the wheels) and roll left. Do this a few times to be sure. Now, land the plane, turn off your engine and begin to program out the coupling. If your plane pitched down during knifeedge, program a few percent up-elevator with the application of left rudder. If your plane also rolled left, program a few percent right aileron with the application of left rudder. Continue until you can achieve knife-edge flight by using only rudder. Now fly the plane from right to left, and make the same observations and adjustments until the plane will fly knife-edge in either direction using only rudder. You are very close to having pure inputs, but you need to check a few more things. Fly the plane straight and level at 1⁄2 to 3⁄4 throttle, and apply a little rudder to get the plane to slide. Does the plane begin to slide nicely into a beautiful, large, flat turn? If it doesn’t, observe what it tends to do (note that a little pitch-down is normal owing to the extensive drag you introduced by turning the
fuselage). Now fly the plane from either direction, and pull it straight up in front of you so you see only its side. Apply a little rudder as it flies straight up, and observe it. Finally, fly the plane inverted in the same direction as before and apply the same amount of rudder. If the plane pitched or rolled in the same direction during the flat, vertical and inverted tests, go back into the mix and correct it. If the plane pitched or rolled in a different direction in each test, you may have a misaligned tail group. Keep in mind that few aerobatics designs will ace all of these tests. Sometimes, the best you can achieve is an acceptable average. Your plane now has pure inputs. Go through some simple maneuvers, maintaining a constant heading by using rudder. You should easily be able to make deliberate heading corrections with rudder without having to add coupling. To further enhance your flying abilities and your plane’s flight characteristics, you may want to consider programming your computer radio for advanced features such as aileron differential, exponential, snap switches and dual rates.
AILERON DIFFERENTIAL This is probably the most important advanced feature you will want to program into your transmitter. Aileron differential offers a way to get your plane to roll in a more axial fashion; program in more up-aileron than down-aileron. The most commonly accepted theory of why this works says that the downward-deflected aileron creates more drag than the upward-deflected aileron, and that induces a yaw during a roll. To test for this, fly your plane downwind and directly away from you. Pull it to a 45-degree upline and roll it once. If the nose is yawed slightly after the plane has completed the roll, the plane needs aileron differential. To compensate for this differential, a scale aerobatics design such as an Extra will usually require approximately 2 degrees more up-aileron than down-aileron. You may need different amounts
second mix, programming make rudder the master and elevator to consider your computer radio theadvanced slave. Be sure to turn offasevery other mix that for features such aileron differential, may have come your and radio—especially the exponential, snapwith switches dual rates. Trim your model for precision aerobatics aileron-to-rudder mix, which plays no part in aerobatics. Now AILERON you’ll fly the plane in knife-edge DIFFERENTIAL and isprogram the bad tendencies or This probably out the most important advanced of up- and down-aileron for right coupling using mixes. (Coupling is the feature you will these want two to program into your transand left rolls. airplane’s tendency to rolloffers or pitch with the mitter. Aileron differential a way to get application of roll rudder.) your plane to in a more axial fashion; proFly in your plane from left to down-aileron. right, roll rightThe 90 gram more up-aileron than degrees, and apply just enough left rudder to susThis is essential if you want your tain knife-edge flight. Do not apply full rudder. KNIFE-EDGE TEST FOR ROLL COUPLING maneuvers and corrections Observe what your plane tends to do. A scale aerto look graceful. Exponential obatics design will usually pitch downward offers a simple way of making (toward the wheels) and roll left. Do this a few the control surfaces move times to be sure. Now, land the plane, turn off Just enough less around the neutral stick rudder maintain and begin to program out the couyourtoengine positions. This is one very nice knife-edge flight pling. If your plane pitched down during way to hide minor corrections knife-edge, program a few percent up-elevator when your knees and fingers are with the application of left rudder. If your plane shaking. When setting this up, also rolled left, program a few Model percent right rolls with be careful to ensure that your aileron with the application of left application rudder. of rudder; mix in sticks become less sensitive Continue until you can achieve knife-edge opposite aileron around neutral and not more flight by using only rudder. Now while fly applying the plane rudder. sensitive. Futaba and JR use from right to left, and make the same observaopposite sign conventions tions and adjustments until the plane will fly (+ and -) to achieve the same knife-edge in either direction using only rudder. results on their transmitters. On You are very close to having pure inputs, but you
EXPONENTIAL
my Extra, I have the following exponential percentages dialed in: aileron—40, elevator—24, rudder—70. SNAP SWITCHES
I’ve used a snap switch to do snaps during sequences, but I found myself in trouble when trying variations on a snap on down lines and while inverted. If you use a snap switch, be aware that if you plan to enter advanced competitions, you will handicap yourself for certain maneuvers. Many aerobatics routines require positive and negative snaps at nearly every attitude. Programming a snap switch for all of these scenarios is like taking aspirin for a broken leg. You may be able to limp your way through, but you will never be able to run with the competition. Snap switches are great when you are just getting started, but I suggest you do snaps manually when you are comfortable watching your plane fly through one.
DUAL RATES I don’t use dual-rate control throws because I dislike having to flip switches during an aerobatics sequence. Some planes, however, will not enter a spin or a snap unless the throws are considerably increased before the maneuver. Programming in dual rates offers an excellent way to set up your plane for maneuvers that may be difficult to do using low control throws.
needup, to check a few more things. this be careful to ensure that your sticks Fly theless plane straight and level neutral at 1⁄2 to 3⁄4and throttle, become sensitive around not and apply a little rudder to get the plane to more sensitive. Futaba and JR use opposite slide. sign Does the plane begin to achieve slide nicely into aresults beauconventions (+ and -) to the same tiful, large, flat turn? If it my doesn’t, what it on their transmitters. On Extra,observe I have the folPRECISION AEROBATICs tends to exponential do (note that apercentages little pitch-down is norlowing dialed in: mal owing toelevator—24, the extensive drag you introduced aileron—40, rudder—70. by turning the fuselage). Now fly the plane from either direction, and it straight up in front of SNAPpull SWITCHES you so youasee onlyswitch its side.toApply a little during rudder I’ve used snap do snaps as it flies straight up, and observe it. Finally, fly the plane inverted in the same direction as before KNIFE-EDGE TEST FOR PITCH COUPLING and apply the same amount of rudder. If the Model pitches plane pitched or rolled in the same direction durtoward wheels; mix in up-elevator ing the flat, vertical and inverted tests, go back with application into the mix and correct it.of Ifrudder. the plane pitched Just enough orrudder rolled in a different direction in each test, you to maintain knife-edge flight may have a misaligned tail group. Keep in mind that few aerobatics designs will ace all of these tests. Sometimes, the best you can achieve is an acceptable average. Your plane now has pure inputs. through ModelGo pitches toward canopy; some simple maneuvers, maintaining a constant mix in down-elevator and apply easily rudder. be heading by using rudder. You should able to make deliberate heading corrections with rudder without having to add coupling. To further enhance your flying abilities and your plane’s flight characteristics, you may want
FLIGHT TRIMMING
most commonly accepted theory of why this sequences, but I found myself in trouble when works says that the downward-deflected aileron trying variations on a snap on downlines and TO TEST FOR TEST PROCEDURE OBSERVATIONS ADJUSTMENTS creates more drag than the upward-deflected while inverted. If you use a snap switch, be aware PROPER CG Roll model inverted. A. Slight down-elevator required for level flight. A. No adjustments. aileron, and that induces a yaw during a roll. B.To that if you plan to enter advanced competitions, —method A Significant down-elevator required to sustain level flight. B. Move battery pack backward. test for this, fly your plane downwind and you will handicap for certain maneuvers. C. No down-elevator required to sustain levelyourself flight. C. Move battery pack forward. directly aerobatics positive and PROPER CG away from From levelyou. flight, Pull it to a 45-degree A. Model fallsMany without dropping nose or tail.routines A.require No adjustments. —method B and roll roll model to knife-edge. B. Nose drops. B. Move battery upline it once. If the nose is yawed negative snaps at nearly everypack backward. attitude. C. Tail drops. C. Move battery pack forward. slightly after the plane has completed the roll, Programming a snap switch for all of these sceENGINE THRUSTneeds Fly model out around 100 yards, A. Model continues straight up. No adjustments. the plane aileron differential. To compennarios is like taking aspirinA.for a broken leg. You —up/down pull to a vertical climb directly in front of you, B. Model pitches toward wheels. B. Decrease downthrust. sate for this differential, a scale aerobatics design may be able to limp your way through, release sticks and observe deviations. C. Model pitches toward canopy. C. Increase downthrust.but you such as an Extra will usually require approxiwill never be able to run with the competition. ENGINE THRUST Fly model straight and level into the wind A. Model continues straight up. A. No adjustments. —left/right and pull vertical. B. Model veers left. switches are great when B. Increase right thrust. mately 2 degrees more up-aileron than Snap you are just getting C. Model veers right. C. Decrease right thrust. down-aileron. You may need different amounts started, but I suggest you do snaps manually KNIFE-EDGE FLIGHT Fly model into wind, A. Model continues on knife-edge without deviation. A.watching No adjustments.your plane of up- and down-aileron formaintaining right and left rolls. when you are comfortable —pitch knife-edge flight with minimal rudder. B. Model pitches toward landing gear. B. Mix in up-elevator with rudder. fly toward through Do this from each direction. C. Model pitches canopy. one. C. Mix in down-elevator with rudder. EXPONENTIAL
KNIFE-EDGE FLIGHT Fly model into wind. Do this from each direction, A. Model continues on knife-edge without deviation.
A. No adjustments.
This if you knife-edge want your maneuvers DUAL RATES —roll is essentialmaintaining flight with minimal rudder. and B. Model tries to roll. B. Mix in opposite aileron with rudder. corrections to look graceful. Exponential offers a I don’t use dual-rate control throws because I dissimple way of making control surfaces move AILERON DIFFERENTIAL Fly model levelthe heading into the wind or downwind. A. Model rollslike withouthaving yaw. No adjustments. to flip switchesA.during an aerobatics to a 45-degree climb, and roll with aileron. B. Model exits yawed in opposite direction of roll. B. Increase differential. less around the Pull neutral stick positions. This is one sequence. Some planes, however, will not enter a Increase up-throw on aileron. very nice way to hide minor corrections when a snap unless the throws aredifferential. considerably C. Model exitsspin yawed or in direction of roll. C. Decrease Decrease up-throw on aileron. your knees and fingers are shaking. When setting increased before the maneuver. Programming in
Another 32 use for dual rates is 3D aerobatics. With the flip of a switch, dual rates allow you to toggle between huge control throws and precision aerobatics. The drawback is that you must set up your mechanical linkage for huge control throws and then dial back your travel volume for precision flying. When you have your transmitter set to less than 100-percent travel volume, you aren’t using your full servo travel. You will have significantly more precise control over a surface if the servo arm completes its full rotation while your surface travels only a few degrees. This is obtained by always placing your linkage as close as it can
go to the center of the servo arm and in the outermost hole in the surface control horn. This will also increase your mechanical advantage. I suggest that you use different planes for 3D aerobatics and precision aerobatics.
Cuban-8, or any other aerobatics 33 maneuver.
I hope you find this information useful to pre- pare for precision aerobatics. Whether you compete or not is up to you. At least, you’ll now be able to practice and perform maneuvers with the same foundation as the world’s top aerobatics pilots. Now that the secret to obtaining pure inputs is out, there is no reason why everyone at the club shouldn’t be able to do a beautiful hammerhead,
13
ROUND 3 TMFC 19 MAY 2013
AND THEN THERE
WAS LIGHT Round 3 – TMFC
The entry may have been disappointing but the weather wasn’t,
a fantastic summers day at the start of winter. For the six entries, we had a great morning at TMFC for round four of the WP aerobatic championship. First was Richard flying his petrol Zapharo but had a short flight due to a loose elevator. He managed to land but aborted this round. His scores improved during the morning and ended up with a respective 54.98. To hold his elevators in place and continue in the event he used duck tape, well done Richard. The usual two entries in advanced, Cobus getting used to his new plane and Rory coming to grips with his quantum. It was a close battle between them and both scoring there best this year, but Cobus got the upper hand and won the class with 58.20, Rory 54.89. Maters was again down to Stuart, john and Ernie. Stuart finally broke into the 60s and despite the second round wrong maneuver still managed to pull off a first place with a great score of 62.07. Ernie still playing with setting also broke into the 60 on his third round. A little shouting between caller (Stuart) and pilot gave him a zero on an end maneuver. I don’t think this would have changed the outcome but maybe Ernie would disagree. John was running late but when he finally arrived and took off for his first flight, one of the ailerons can loose, he battled to keep it straight and level, but lost complete control and a very
14
broken plane. I do hope this doesn’t spoil his support in the future. Anyway a good event, fantastic weather despite the small entry. It was the idea to include large scale and call the events aerobatic comps, not pattern but despite this the LSA pilots still run and hide when competition is mentioned. Guys, it will improve your flying, that’s guaranteed, so next time lets see you. Thanks to Martin, Ludwig and Nic for there time to judge. See you all, and ,ore next time. It is scheduled to be at AMSRCC but it was decided to move the event closer due to lack of interest. Till next time. Please keep a check on the website, up load your news, views, items for sale, or wanted on the forum that’s linked, between the few us left flying aerobatics, lets work together to make it great again.
54.98. To hold his elevators in place and continue in the event he used duck tape, well done Richard. The usual two entries in advanced, Cobus getting used to his new plane and rory coming to grips with his quantum. It was a close battle between them and both scoring there best this year, but Cobus got the upper hand and won the class with 58.20, rory 54.89. Maters was again down to Stuart, john and Ernie. Stuart finally broke into the 60s and despite the second round wrong maneuver still managed to pull off a first place with a great score of 62.07. Ernie still playing with setting also broke into the 60 on his third round. A little shouting between caller
took off for his first flight, one of the ailerons can loose, he battled to keep it straight and level, but lost complete control and a very broken plane. I do hope this doesn’t spoil his support in the future. Anyway a good event, fantastic weather despite the small entry. It was the idea to include large scale and call the events aerobatic comps, not pattern but despite this the LSA pilots still run and hide when competition is mentioned. Guys, it will improve your flying, that’s guaranteed, so next time lets see you. Thanks to Martin, Ludwig and nic for there time to judge. See you all, and ,ore next time. It is scheduled to be at AMSRCC
wanted on the forum that’s linked, between the few us left flying aerobatics, lets work together to make it great again. PRECISION AEROBATICs
15
ROUND 4 HRF 30 JUNE 2013
It’s been a while since our
last competition so this Sunday was good to get things going again.
NEW INTEREST
NEW PILOTS Round 4 – HRF
10 entries had confirmed for this event, it seams now we have removed the “pattern” title it has generated new interest, scale and large scale planes as well as the normal pattern planes took to the Sky’s.
Ludwig had entered the novice class but had to put out due to personal reasons. Sportsman class saw new and old entries. Martin, our dedicated judge decided to try and show us how it should be done, JJ with his large scale plane, Mario with his Quantum, now with new landing gear all entered the sportsman class. Mario had damaged his plane on the Saturday and the repair didn’t hold for all the rounds and he had to retire. JJ showed he will not be a sportsman entry for long and scored a very respectable final score of 60.14 to win the class, Martin a close second.
with parts of the schedule. Schalk was flying his large scale this time but I am sure once he gets his new plane sorted he will be a force. Masters was the usual two, Ernie and Stuart. Stuart flying his Dejavu slowly getting it sorted and produced so very smooth flying and respectable scores. Ernie still playing with throttle curve and batteries managed to score some reasonable scores but not quite on the same level yet and Stuart. Thanks to the members of HRF for giving up a great winter day and maybe we will see some more members taking part soon. I know of four who are keen, non of them dedicated pattern planes but large scale, so I think it better we remove the word pattern from this sport and call in aerobatics, a lot more interest has now been generated they all need to now enter.
Advanced pilots Cobus and Rory where Thanks to the judges for there time, Nic, joined by Schalk who has been out of Martin, Kas, Christo and his son, thanks aerobatics for a while, great to have guys. an extra entry in this class. Cobus just couldn’t find his way till the fourth Till next time, next month and lets hope round and had to fight Rory for the final the entry gets bigger, 14 to 15 entries is positions. Rory really getting to grips Sportsmen very possible.
SPORTSMAN Result Rnd 1
Contestant No
Result Rnd 2
Result Rnd 3
Result Rnd 4
Average Best
Name Percent
Normalized
Percent
Normalized
Percent
Normalized
Percent
Normalized
Percent
Normalized
1
JJ Strydom
58.41%
1000
62.03%
1000
60.00%
988
54.93%
1000
2
Martin
51.88%
888
59.42%
958
60.72%
1000
51.01%
3
Tim
0.00%
4
Mario
46.09%
60.14%
3000
929
57.34%
2887
0
0.00%
0
0.00%
0
0.00%
0
0.00%
0
789
0.00%
0
0.00%
0
0.00%
0
15.36%
789
Results A14 Advanced
Pilot Position
1 2 4 3
ADVANCED Result Rnd 1
Contestant No
Result Rnd 2
Result Rnd 3
Result Rnd 4
Average Best
Name Percent
Normalized
Percent
Normalized
Percent
Normalized
Percent
Normalized
Percent
Normalized
866
51.33%
911
55.83%
1000
50.89%
832
52.69%
2777
1000
56.33%
1000
54.22%
971
61.17%
1000
57.24%
3000
604
44.11%
783
43.00%
770
36.44%
596
41.19%
2157
1
Rory
44.33%
2
Cobus
51.22%
3
Schalk
30.94%
Results P13 MASTERS
Pilot Position
2 1 3
MASTERS Result Rnd 1
Contestant No
16
Result Rnd 2
Result Rnd 3
Result Rnd 4
Average Best
Name Normalized
Percent
Normalized
1
Stuart
62.72%
1000
61.78%
1000
60.72%
1000
56.56%
1000
61.74%
3000
2
Ernie
58.41% 60.00%
957
62.03% 57.50%
931
60.72% 52.83%
870
54.93% 54.56%
965
57.35%
2852
Percent
Normalized
Percent
Normalized
Percent
Normalized
Percent
Pilot Position
1 2
28th FAI
World
class
Championship
RADIO CONTROL AEROBATICS
South 2013 Africa
17
ROUND 6 PRF 18 AUGUST 2013
NEW INTEREST
VERY POSITIVE Round 6 – PRF The first time for years that an Aerobatics event was held at PRF. A great entry turned up for the event, many new pilots looking to improve there flying and to take part in there first Aerobatic event.
18
PRECISION AEROBATICs
PRF put on a great event. Hot coffee, chips, burgers, rolls, etc available most of the day. It was a club effort to make this event a success and they didn’t disappoint at all. Novice saw three new entries, two from HRF and one from PRF. It was Christo winning the class ahead of Sheraaz and Keegan. Keegan had only entered at the last minute and this was the first time he had flown the schedule, just fantastic to see. The Sportsman class had four entries. It was Richard winning all four rounds and showing the others the way. Tim had engine issues and gave up after round two. Arthur also his first event got higher scores as the day went on. Mario, had a heavy landing and took out his landing gear but did end up second. Regulars Cobus and Andre fort it out in the Advanced class, Rodney had engine issues and retired before the first round. So that left the two to fight it out, this was only on round one though as Andre had a heavy landing and ran off the runway filling his motor with sand. This left Cobus to fly against himself to win the class.
Novice Class Results Result Rnd 1
Contestant No
Result Rnd 2
Result Rnd 3
Result Rnd 4
Average Best
Name Percent
Normalized
Percent
Normalized
Percent
Normalized
Percent
Normalized
Percent
Normalized
1
Ludwig
0.00%
0
0.00%
0
0.00%
0
0.00%
0
0.00%
0
2
Sheraaz Suliman
43.81%
736
35.48%
662
48.81%
1000
54.76%
1000
46.31%
1736
3
Christo Wepener
59.52%
1000
53.57%
1000
42.38%
868
50.95%
930
56.55%
2000
4
keegn
35.71%
600
45.95%
858
45.00%
922
49.52%
904
45.48%
1780
Pilot Position
4 3 1 2
Sportsmen Result Rnd 1
Contestant No
Result Rnd 2
Result Rnd 3
Result Rnd 4
Average Best
Name Percent
Normalized
Percent
Normalized
Percent
Normalized
Percent
Normalized
Percent
Normalized
1
mario
44.49%
862
42.17%
813
47.68%
927
0.00%
0
46.09%
1789
2
richard lacey
51.59%
1000
51.88%
1000
51.45%
1000
55.07%
1000
51.74%
2000
3
tim blegenhout
15.94%
309
11.45%
221
0.00%
0
0.00%
0
13.70%
530
4
arthur brand
36.52% 59.52%
708
40.87% 53.57%
788
39.57% 48.81%
769
44.35% 54.76%
805
40.22%
1557
Pilot Position
2 1 4 3
Results A14 Advanced Prepared by Pierre Fouché
Result Rnd 1
Contestant No
Result Rnd 2
Result Rnd 3
Result Rnd 4
Average Best
Name Percent
Normalized
Percent
Normalized
Percent
Normalized
Percent
Normalized
Percent
Normalized
52.11%
1000
53.50%
974
53.17%
975
57.50%
974
54.72%
2948
0.00%
0
0.00%
0
0.00%
0
29.78%
546
0.00%
0
31.37%
1758
36.28%
614
36.80%
2003
59.06%
1000
56.19%
3000
1
Cobus
2
rodney
0.00%
0
0.00%
0
3
andre
42.06%
807
22.28%
405
5
ozzie
34.72%
666
6
kurt
46.56%
893
51.59%
29.22%
532
54.94%
1000
51.88%
39.39%
722
54.56%
1000
51.45%
54.94%
54.56%
2 5 4 3 1
55.07%
Prepared by Pierre Fouché
52.11%
Pilot Position
Page 1
59.06%
Prepared by Pierre Fouché
No entries in Masters nor F3A, regular Masters, Stuart joined Martin and Nic to judge, Greg helped with the scoring and other PRF members supplied the food, a lesson to be leaned by other clubs.... It was great to see such a positive response from all the club members to host this event. This was also the first time we included members who wished to fly between rounds which proved to be a very positive move. Well done PRF.
19
ROUND 7 PRF 29 September 2013
JUST
ANOTHER DAY AT PRF - Round 7 Howling winds didn’t keep pilots away. 13 pre-entered but only 7 arrived. Christo forgot to charge his RX battery....OOPS!
20
PRECISION AEROBATICs
Second success. Once again PRF showed how it should be done. Great food, great hospitality, great event, thanks to Claude and the club. No Novice entries this time, so we started with Sportsman class. Sharaaz, Arthur and Mike fort it out for the class honours. Four rounds each with each winning a round so it was down to the fourth. Mike came out on top to win ahead of Arthur and Sheraaz, who by the way flying his newly acquired “Spot-In”. There was a great pre-entry for the Advanced class but on the day only three guys took part. Rather disappointing! Kurt showed the rest that flying at “home” club can be an advantage, he also gave the judges a laugh or two disagreeing with his caller “Claude” at times. Kurt won 3 out of four rounds ahead of Cobus and dad, Claude. The weather conditions where not too good and most pilots battled with the howling wind. The only issue was Christo who had entered the novice class but on his first flight lost signal and his plane ended up in the water. He did however get it back and didn’t have to swim for it, thanks to a local canoeist. Stuart help with the judging again and joined Nick and Ludwig, thanks guys. Well to conclude, another great event at PRF, the pre-entries showed 13 entries but on the day once again was a little disappointing with only 7 taking part.
Sportsmen Sportsmen Result Rnd 1
Contestant No
1
Sheraaz
Arthur Contestant 2 No Mike 3
Result Rnd 3
Result Rnd 4
Average Best
Name
Normalized
49.13% 863 Result Rnd 4799 45.51%
50.10%
2727
3
Result Rnd 1000 1 57.54%
51.45% 1000 Result Rnd 3958 49.28%
2947
56.96% Percent
990 Normalized
55.07% Percent
1000 Normalized
48.41% Percent
941 Normalized
56.96% Percent
1000 Normalized
56.33%
2990
Percent
Normalized
2 Pilot 1 Position
864
42.17%
766
51.45%
1000
49.13%
863
50.10%
2727
1000
54.49%
989
49.28%
958
45.51%
799
53.77%
2947
1000
56.33%
2990
Normalized
49.71%
864
Sheraaz
49.71%
2
Arthur
57.54%
3
Mike
56.96%
Percent
Normalized
Percent
Normalized
Percent
Results A14 Advanced Results A14 Advanced 990
Result Rnd 1
Contestant No
55.07%
1000
Result Rnd 2
48.41%
941
Result Rnd 3
56.96%
Normalized
Name
Average Best
Average Best Percent
Contestant Kurt 2 No Andre 3
53.77%
Result Rnd 4
Name
Rodney
Pilot Position
Percent
42.17% 766 Result Rnd 2989 54.49%
Percent
1
1
Result Rnd 2
Name
Normalized
Percent
Normalized
Percent
Normalized
Percent
Normalized
0.00% 0 Result Rnd 1 62.39% 1000
0.00% 0 Result Rnd 2 38.89% 645
0.00% 0 Result Rnd 3 62.67% 1000
0.00% 0 Result Rnd 4 63.11% 1000
0.00% Percent
0.00% Percent
0.00% Percent
0.00% Percent
0 Normalized
0 Normalized
0 Normalized
0 Normalized
Percent
Normalized
0.00%
0
62.72% 3000 Average Best 0.00%
0
Percent
Normalized
1 5 2
Rodney
0.00%
0
0.00%
0
0.00%
0
0.00%
0
Ozzie Kurt
0.00% 62.39%
0 1000
0.00% 38.89%
0 645
0.00% 62.67%
0 1000
0.00% 63.11%
0 1000
6 3 7
Claude Andre
51.78% 0.00%
830 0
44.94% 0.00%
746 0
58.67% 0.00%
936 0
52.28% 0.00%
828 0
0.00% 0.00% 62.72% 54.24% 0.00%
0 0 3000 2594 0
Cobus
50.94%
817
60.28%
1000
58.00%
926
52.94%
839
57.07%
2764
8 5
Rory Ozzie
-5.00% 0.00%
-80 0
0.00% 0.00%
0 0
0.00% 0.00%
0 0
0.00% 0.00%
0 0
0.00% 0.00%
0 0
6
Claude
51.78%
830
44.94%
746
58.67%
936
52.28%
828
54.24%
2594
7
Cobus
50.94%
817
60.28%
1000
58.00%
926
52.94%
839
57.07%
2764
8
Rory
57.54% -5.00%
-80
55.07% 0.00%
0
51.45% 0.00%
0
56.96% 0.00%
0
0.00%
0
57.54%
55.07%
51.45%
56.96%
3 2 1
Pilot Position
4 1 Pilot Position 4 4 4 1 3 4 2 4 4 3 2 4
21
ROUND 8 HRF 1 DECEMBER 2013
2013 -
and that was it
AT HRF - Round 8
After extremely bad weather in the Cape, we finally
managed to hold the last round of the year. 12 of the 14 entries showed up to enjoy flying, friends and a braai. Ernie had finally finished his Passport which took to the skies and looked fantastic.
It was quite amazing that the wind had kept away from the flying club, at the Strand and Muizenberg the wind was blowing 60km, at the club, nothing!!! That was until midday when the wind changed to SE and then it started with gusts of 40+.
HRF shows steady interest with a couple of new pilots I know of taking part next year.
We managed to get three flight each but many guys decided not to fly the fourth flight, just too windy.
It is planned to hold a “Top 10” fly-off after the standard four rounds. The first and second in each class will fly again in a 5 maneuver, unknown schedule for and extra prize, also in October we will be holding a two day invitational “Masters” at Robertson, other things is the development of electronic scoring, no more “bits of paper”.
Anyway we all had a great time, maybe the best of the year. Claudes team from PRF, Hilton and co, supplied burgers, salad and hot chips which went down extremely well and set a standard for 2014. Judges Martin, Nic, Ludwig and Bernus, sat in the hot sun and howling winds most of the day. Thanks to them all, without there dedication we would not hold such events. It’s been a great season, many ups and downs, at the beginning of the year we struggled to get entries but the new structure and title, (Aerobatics not Pattern) proved a great idea and opened the door for anyone who had any kind of plane. The entries started to increase and a new positive atmosphere was felt. We took the event to PRF which just boosted the interest and showed huge interest in Aerobatics and with Claude behind, can only be positive. Tygerberg club now has committee members who take part, I am sure with the help of Ernie and Mike we may see more guys from there club taking part next year.
22
2014 should be the best for years, the cost of travelling to northern parts has just become too expensive so we have to focus on the local pilots and events.
The goal is to hold one competition a month with between 15 and 20 entries, one day we might even have an entry deadline or more two day events, interprovincial competitions is also on the cards, it’s time for Precision Aerobatics to grow to new heights especially here in the Cape, with the enthusiasm of all interested pilots I am sure it will. Finally I would like to thank all of you who have supported the events this year, with your help we will put Aerobatics back on the map and at the TOP.
PRECISION AEROBATICs
23