Aeros in 150acro, tips!!
 

Hey guys & girls, just after a few tips on doing aeros in the 150 acrobat. Yes most of you will cringe, but as i do not have a pitz nor a slinger to hand only the clubs batterd old 150 (G-BOYU), could anyone give me any tips. Done lots of areos befor in pitzs, bulldogs, slingbys and the like but not as P1. Anything i should look out for (apart from making sure that the oil cap is screwed on tight) came adrift doing some lazey 8's.
Any help would be of great help, thanks.
G-OKAY :) ;) :D

The trick in an underpowered aircraft is INERTIA, without it you will just fall off the top all the time.

Loop = DIVE, at 115kn enter the manoeuvre, apply power but don’t over rev and then the rest is the same as normal.

Hope this helps.

NAP
:p

Kershner wrote an excellent book on aeros in the Cessna Aerobat.

If you can't find one e-mail me and I will give you the address where you can get one.

It is an excellent book everything you need to know about the Aerobat.
----------------

:D The hardest thing about flying is knowing when to say no. :D

The best advice I ever got about aeros in a Cessna Aerobat was: everything to the left! Rolls, stall turns (hammerheads to the cousins), spins. You name it.

It seems that the torque from the wee donkey up front is just enough to help the aircraft through such maneovres. I once tried to perversely reverse this good advice...

Not pretty.

TW

Thanks for the advice, i will be sure to let you all know how it gose. looking for the book not found it yet. ;)
thanks, G-OKAY

I find aeros in the C150A quite challenging because of the low power, high inertia.

However if you can get to the stage where you can perform neat clean figures in the Cessna/Moth/Stampe, you will be a far more accomplished pilot than someone who learnt in a more powerful aerobatic mount.


TIPS
----
I understand that opening the door a nano-sec after you have smartly put in left rudder at the top of a stall turn certainly helps the aircraft turn within one wingspan. :D :D

Obviously I would advocate this or even confess to have tried it myself!

Stik

Uhhh Tricky Woo (or anyone else who can help), would you mind further explaining why everything must be to the left?? Your advice fits in well but I don't quite understand why.

I've definitely noticed things to the right are a bit harder but I thought that was just lack of "right-coordinated" flying skill....you know, with circuits usually to the left, and practice forced landings conducted looking out your side of the window, etc etc.

It's down to the direction of rotation of the prop. In 'US' engined types (Lycoming, Continental) the prop (and therefore the airfow onto the fin/ rudder) favours aeros 'to the left'. It's the same reason you need right boot during take off - at low speed and high power it yaws left (as at top of a stall turn - so go with it - left - and it'll go round). Like wise torque reaction aids rolls to the left.

Chippies, Yaks, and aeroplanes whose engines rotate the 'correct' way favour manouvres to the right for the same reasons. But I always do Barrel trolls to left in chippy 'cause I want the roll rate to nice and slow ;~))

SSD

[ 14 December 2001: Message edited by: Shaggy Sheep Driver ]

Thanks heaps Shags, I feel enlightened. ;) Figured it something to do with that right rudder on take-off thing. So there's also that problem with more high-powered ones like yaks huh? And so if you want to do a slow roll, do it against the torque....wonder if that's what the professionals do

....ooops, thinking aloud again

With a Yak it's lots worse. Big engine (360 HP), big prop, lots of torque etc. On take off there's just enough rudder to hold it straight if no xwind. Xwind from right, you csan't use full power 'till airspeed is high enough and rudder more effective.

And you wouldn't beleive the torque effects when taxying on soft ground due one main digging in. You apply and un-apply power to make it turn (digging in the appropriate wheel).

Wonderful machines!

SSD