Daunting Types?
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Cap-10... mmm... what a lovely little aeroplane. Even nicer feeling flight controls than the Yak, probably as nice as the Chipmunk, and much better rate of roll than the Chippie, combined with a much better rate of climb, which makes all the difference for aerobatics training. Fast, too, and so pretty. I don't think there's one for hire anywhere near me in East Anglia, more's the pity. Scrumptious.
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Lowtimer,
I too. like the CAP10B. Had some great aeros instruction in Normandy a few years back in one.
There are 2 privately owned CAP's that I know of in E Anglia and FNG has one at WW!
Stik
I too. like the CAP10B. Had some great aeros instruction in Normandy a few years back in one.
There are 2 privately owned CAP's that I know of in E Anglia and FNG has one at WW!
Stik
Not so N, but still FG
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My Cap 10 likes taking me to East Anglia, an area I like to fly in (although sadly Swanton and Snoring have closed). Sometimes I can fly to my wife's family cottage on the Norfolk coast thanks to the excellent local farmstrip. Where are you based, Lowtimer? Fancy trading flights in something? I ought to pay Stik a visit also.
knobbyg, doing the tailwheel tick in a Cub is a good idea. It has a more pronounced three point attitude and is harder to land than a Cap. It's also just great fun to fly. The Cap is hard to taxi in a breeze, but not hard to land once you've figured out how to make it slow down and descend. I love it.
The flying programmes indicated by Lowtimer and knobby do at least show how people needn't be limited by the market prevalance of the usual types as trainers/rentals.
knobbyg, doing the tailwheel tick in a Cub is a good idea. It has a more pronounced three point attitude and is harder to land than a Cap. It's also just great fun to fly. The Cap is hard to taxi in a breeze, but not hard to land once you've figured out how to make it slow down and descend. I love it.
The flying programmes indicated by Lowtimer and knobby do at least show how people needn't be limited by the market prevalance of the usual types as trainers/rentals.
Last edited by FNG; 2nd May 2003 at 00:03.
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FNG - sounds good, I've PM'd you
SSD -
With some amusing consequences. Like all UK-permit ones ours has an Imperial altimeter in the front, but we have the metric one in the back, along with metric VSI and ASI. The 52 is slow for its power and climbs like a dingbat. However, following the adrenaline rush of their first Yak take-off, I find novice passengers often pay more heed to misinterpretation of the instruments than the evidence of their senses. They therefore tend to be unduly in awe of the speed ("Coo, it cruises at 250 and Vne is 420!") and much less impressed by the rate of climb ("It only looks like we're climbing at 1000 feet per minute, and are we really only at 1000 feet yet?)
(for those who have never had to fly metric, 10 metres / sec on the VSI is about 2000 fpm, and 1000 metres is about 3300 feet)
SSD -
The '52 also has some idiosyncrasies: ASIs in KPH and metric altimeters are common,
(for those who have never had to fly metric, 10 metres / sec on the VSI is about 2000 fpm, and 1000 metres is about 3300 feet)
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That's right, Lowtimer, as you say the '52 is no tourer - not quick for the power (360 bhp), very thirsty, and no luggage space. But as I said in my 'Pilot' article a while back, that's not its forte.
Not only is it aerobatically unlimited, it can also do vertical take-offs. Line up, apply full power, when airbourne raise the gear and hold the aeroplane down in level flight as it rapidly accelerates and the gear locks 'up' (needs increasing forward pressure on the stick - don't ding the prop!). When the trees at the far end of the runway are filling the windscreen, ease off the forward pressure and you can climb literally vertically for several hundred feet. But don't do it unless you've practiced it using steeper and steeper climbs first, you are current, and 'in the groove'.
Don't try it in a 172 (or even a Chippy)!
SSD
Not only is it aerobatically unlimited, it can also do vertical take-offs. Line up, apply full power, when airbourne raise the gear and hold the aeroplane down in level flight as it rapidly accelerates and the gear locks 'up' (needs increasing forward pressure on the stick - don't ding the prop!). When the trees at the far end of the runway are filling the windscreen, ease off the forward pressure and you can climb literally vertically for several hundred feet. But don't do it unless you've practiced it using steeper and steeper climbs first, you are current, and 'in the groove'.
Don't try it in a 172 (or even a Chippy)!
SSD
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SSD -
You're a braver man than I! Certainly much more experienced, of course. About 30 degrees nose up is about as much as I dare at low level. But with a couple of thousand feet under me I do sometimes use the vertical climb trick as a demonstration of the wonderful vertical inertia the Yak offers... even from cruise power, it really brings home what Neil Williams wrote in "Aerobatics" about the Yak-18 and -50 trading speed for kinetic energy and back again in a yo-yo style of aerobatics.
As for Genna's flick-roll on take-off, first time I saw that I nearly choked on my excellent Old Buckenham airshow burger. And then the square loop circuit to land... hands over the eyes stuff, but I was peeking as well.
You're a braver man than I! Certainly much more experienced, of course. About 30 degrees nose up is about as much as I dare at low level. But with a couple of thousand feet under me I do sometimes use the vertical climb trick as a demonstration of the wonderful vertical inertia the Yak offers... even from cruise power, it really brings home what Neil Williams wrote in "Aerobatics" about the Yak-18 and -50 trading speed for kinetic energy and back again in a yo-yo style of aerobatics.
As for Genna's flick-roll on take-off, first time I saw that I nearly choked on my excellent Old Buckenham airshow burger. And then the square loop circuit to land... hands over the eyes stuff, but I was peeking as well.
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I haven't had the pleasure of watching Genna's display yet, but I have flown with him in our Yak and learnd a heck of a lot.
The Skytrace video has some excellent footage of Genna aerobatting the Yak - including the flick roll on take off seen from inside and out - and that amazing landing technique - fast low run downwind along the runway, pull up to a steep climb rolling inverted near the top, gear down (up??) and flaps during the inverted, and pull through a half-loop to land.
Superb!
SSD
The Skytrace video has some excellent footage of Genna aerobatting the Yak - including the flick roll on take off seen from inside and out - and that amazing landing technique - fast low run downwind along the runway, pull up to a steep climb rolling inverted near the top, gear down (up??) and flaps during the inverted, and pull through a half-loop to land.
Superb!
SSD
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SSD,
Do you have a copy of Genna's routine on video, and if so, please could I borrow it? I have read reports of his routine and been sufficiently impressed by these to want to see the real thing, or at least a video.
I flew with him last year (my first experience of the YAK52) and was v e r y impressed.
Does anyone know if / where he is displaying this year?
Do you have a copy of Genna's routine on video, and if so, please could I borrow it? I have read reports of his routine and been sufficiently impressed by these to want to see the real thing, or at least a video.
I flew with him last year (my first experience of the YAK52) and was v e r y impressed.
Does anyone know if / where he is displaying this year?
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I 'lent' my copy of the Skytrace vid to someone ages ago and haven't seen it for a while. I presume it's still available - I got mine from Transair, and it looks like I may have to buy another 
The vid is quite excellent if you are interested in the '52. Lots of internal and external aeros views, with mini cams mounted inside and out. There's also a complete viewing of Genna flying his display at Cosford a few years back.
SSD
The vid is quite excellent if you are interested in the '52. Lots of internal and external aeros views, with mini cams mounted inside and out. There's also a complete viewing of Genna flying his display at Cosford a few years back.
SSD
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Whirly - not knocking the 'usual' stuff at all. Just lamenting the lack of availability of more unusual stuff for hire (mainly due to the fact that Permit aircraft cannot be hired out).
Good responses guys'n'gals, keep 'em coming.
To date I have flown 52 different types (and learned something from every one, spamcan or not!)
As for groups etc - I have been considering a CAP-10b (or c) but decided that lack of readily avaiable hangarage and possibly rather large share price might make it non-viable.
As for Wilgas - yes, they can be fitted with skis, and floats and Infra-red equipment and a Blue Flashing light on the belly (see Polish Border Guard aircraft - most amusing 'NeeNaaNeeNaa' and so on)
Good responses guys'n'gals, keep 'em coming.
To date I have flown 52 different types (and learned something from every one, spamcan or not!)
As for groups etc - I have been considering a CAP-10b (or c) but decided that lack of readily avaiable hangarage and possibly rather large share price might make it non-viable.
As for Wilgas - yes, they can be fitted with skis, and floats and Infra-red equipment and a Blue Flashing light on the belly (see Polish Border Guard aircraft - most amusing 'NeeNaaNeeNaa' and so on)
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52 departures
Not only is it aerobatically unlimited, it can also do vertical take-offs. Line up, apply full power, when airbourne raise the gear and hold the aeroplane down in level flight as it rapidly accelerates and the gear locks 'up' ....etc. But don't do it unless you've practiced it using steeper and steeper climbs first, you are current, and 'in the groove'.
TAC
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You'd only initiate the pull-up if you had full power from start of roll to pull-up. Engine failure at any point during the couple of seconds of vertical flight (I must empasise, I only hold the vertical for a couple of seconds - the aeroplane is probably capable of maintaining it for at least twice that, but I'm not good enough or too cowarly to push it anywhere near the limits at low level) would require an early push-over or roll out, to a standard EFATO.
Experimenets at altitude indicate that complete power loss at the point of pull-up would still allow a reasonable vertical section to be flown before the need for a push-over, such is the Yak's inertia. At low level, a power failure at the point of pull-up would be handled by trading speed for height in a staright-ahead climb, then standard EFATO.
SSD
Experimenets at altitude indicate that complete power loss at the point of pull-up would still allow a reasonable vertical section to be flown before the need for a push-over, such is the Yak's inertia. At low level, a power failure at the point of pull-up would be handled by trading speed for height in a staright-ahead climb, then standard EFATO.
SSD
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I agree that one should not sneer at pilots flying boring old faithfuls like the C172, PA28, etc. There are very good reasons why there are so many of those airplanes around: they are simple, safe, relatively economical, reasonably fast, etc. etc.
However, I wonder if the huge 'drop-out' rate amongst qualified pilots might not be rather lower if people made the effort to get some variety in their flying. Admittedly, effort is required, but there ARE unusual airplanes out there, you just have to do some digging and not be afraid to ask.
MLS-12D
P.S. I've never flown a CAP 10, but I have little doubt that it is a better stress-reliever than this CAP 10 namesake
However, I wonder if the huge 'drop-out' rate amongst qualified pilots might not be rather lower if people made the effort to get some variety in their flying. Admittedly, effort is required, but there ARE unusual airplanes out there, you just have to do some digging and not be afraid to ask.
MLS-12D
P.S. I've never flown a CAP 10, but I have little doubt that it is a better stress-reliever than this CAP 10 namesake
