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84KF added a post in a topic How to Groundloop your taildragger 20 Jan 2011

..... and that is why Leni stays on floats.

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akflyer added a topic in Avidfoxflyers General Hangar 20 Jan 2011

HOW TO GROUNDLOOP YOUR TAILDRAGGER

Judging by how frequently it is performed, the Groundloop is indeed a popular maneuver. The Groundloop is an extreme low-level figure that is highly acrobatic in nature, which may be executed in many exciting variations. It is customarily performed as the last figure in a sequence, but I have seen the Groundloop attempted as a preliminary or warm-up maneuver.

It is rarely scored however, because it is most often performed out of the Judges' line-of-sight. Also, the Groundloop is categorized as a surprise maneuver, and therefore nobody is really prepared when it is executed. In fact, the figure is not considered genuine unless Judges, spectators and the pilot-in-command are all surprised! The many interesting and dynamic variations do not have a Degree of Difficulty or "K" attached, but rather are rated on the International HC* scale. *Holy Cow

HISTORICAL PERSPECTIVE

The Groundloop is one of the earliest recorded aerobatic figures. It was performed on virtually all of the taildraggers dating back to Aviation's infancy. The maneuver really came into its own during the Golden Era of the Groundloop which was when the cross-wind landing was invented. Previous to this, circular landing fields were the norm and the pilot simply eye-balled the windsock, and landed into wind. However, it was soon discovered that a short, straight landing strip could be plowed out, and now there would be lots of room for hangars, clubhouse, and an expansive cocktail lounge. Once everyone saw how much fun this new land-use concept generated, it was adopted internationally. The daily Groundloop displays were an instant hit, and helped cast the new idea in tarmac.

ANALYSIS

Most Groundloops are weathercocking related phenomena. This means that at least one main wheel must be touching the earth, and a wind is blowing. Traditionally, the maneuver is started in a cross-wind; during the landing roll-out the tail is allowed to be blown down-wind. At this point there are a variety of options that can be exercised depending on your inputs, and the maneuver can take off in almost any direction, and finish in a variety of attitudes. Groundloops that occur under calm conditions are more rare, and require vigorous control inputs, so you really have to work at it to get a decent one.

Groundloops can be generated anywhere from 5MPH to flying speed. When executed at high speed, the figure covers more territory and generally spawns the most interesting variations.

High-wing taildraggers probably Ground loop the best because the upwind wing is more exposed to the breeze. The high-wing also enjoys a longer arm to really accelerate things once the maneuver starts. If the airplane is designed with the wheels forming a small triangle (short-coupled), and in the hands of the right pilot, this could be a Groundlooping champion.

ESSENTIAL BACKGROUND KNOWLEDGE

Avoid the study of the following subjects: a) Cross-wind Landings and Take-offs. b) Ground-Handling in winds.

Avoid seeking instruction on these subjects, for it will greatly reduce your chances of producing a truly World-Class Groundloop. Also, you might want to have a good line ready in case someone raises one of these subjects in conversation: "Cross-wind Landings, heck, wasn't that about lesson 5 on your Private License? I'm way beyond that

PREPARATION

To be successful, we must prepare both pilot and aircraft.

Pilot:

To perform good Groundloops, the best preparation is no preparation.

Aircraft:

The aircraft can be prepared in a variety of ways to ensure consistently good Groundloops. First of all, the main wheels should be shimmed to a toe-in condition. If the wheels are adjusted to track straight ahead or are shimmed slightly toe-out, the tracking will be too stable to assist your attempts at Groundlooping. Keep the tire pressures different from one another. If you know the direction of the cross-wind, reduce the pressure on the up-wind tire before going flying. And remember, it isn't necessary to change the tires until you can see the second ply of fabric showing; a blow-out can be the start of a dazzling Groundloop.

Avoid the hassle of taking off those trouble some wheel-pants by putting a drop of Loc-tite on the screws. Now you have a good excuse not to inspect the brakes. So, when the brake fails on one side or the caliper pinches through a rusted disc, you will enjoy a splendid Groundloop.

At the back end, you can start by loosening the fitting that holds the tail-wheel spring to the fuselage. Just back the nuts off a few turns. Also back off the nut that attaches the tail-wheel casting to the spring. Now, slack off the steering springs a couple of links so the chains sag. And while you're at it, cut off that lock wire that some conscientious Engineer installed in case the chains break. From time to time they break on landing and produce a thrilling, and rakish Cramer-like lurch. Fantastic! These simple mods will produce a delightfully loose rear-end that feels like it's on ball-bearings.

The little tail-wheel is best left alone; over time it becomes worn into an interesting cone-shape by the effects of slipstream, P-factor and gyroscopic effect. These left-turning forces create more wear on the starboard side of the tire, and soon you have a beautifully unstable little demon back there to really help you out.

Install the push-to-talk switch in a remote area of the cockpit. When the tower talks to you on the roll-out, you can look down into the cockpit to locate the button, and when you look up, you may be treated to the wonderful green-and-blue kaleidoscope of rotation about the vertical axis.

TECHNIQUE (HOW-TO)

Once the pilot and aircraft are prepared, it's a little like shooting fish in a barrel; there's really nothing to it. There are several things you can do to get the Groundloop going, but really the best thing to do is nothing. Just let it happen. If you are landing or fast-taxiing in a cross-wind and you want a Groundloop... you guessed it- do nothing.

Taxi with abandon. As a pilot, you are a free-spirited individual, and this can be best displayed by a carefree jaunt down the taxiway. Just let go of the stick and use the hands-free time to organize your maps and sequence cards. If the tail-wheel comes off the ground, you're going a little fast. Maybe you'll want to use the time to put on your seatbelt, polish the inside of the canopy, re-tie your shoelaces or perhaps light up a smoke. Taildraggers have the right-of-way, so you won't have to stop suddenly.

When cleared for take-off, start bringing the power up as you swing out on to the runway Of course you'll want to shove the stick forward quickly to get that tail up (you can't get it up too soon). If the plane will fly at 50, hold it on until 65. This technique spreads out the landing gear and brushes off some rubber, but everybody does it and it looks cool. If you get rolling quickly, any cross-wind won't matter. Now rotate as you would a 767. Haul straight back and blaze into the blue.

On the approach, keep it low and fast. If the airplane lands at 50, cross the fence at 100. It's best not to have a planned touchdown point because that can interfere with the free-spirited nature of the flying event. Start fanning the rudders through 500 feet, and keep it going until you've cleared the runway. The fanning technique is to let the airplane know who's boss. Get the plane down to the runway as soon as possible, and force it to land with plenty of forward stick. The fast-landing method is good for all weather conditions, especially quartering tail-winds. Once the plane is firmly on the ground, let go of the stick, but keep fanning the rudder to cool the tail-wheel assembly. Taxi in as you taxied out.

VARIATIONS

1. 45-Degree Overland Express.

This one is best done at about 40 MPH. The airplane is allowed to weathercock slightly, the upwind wing and wheel are allowed to rise about 3O degrees and the plane swings into wind. At 45 degrees off the runway heading, sharp downwind brake, full aft stick and aileron into wind are added to stop the Groundloop. The plane is now headed off overland. This is useful for taking a short-cut to the washrooms after a long flight.

2. 90-Degree Quick Turn with Prop Curl.

Use the same technique as above, except at about 20 MPH. When you stomp on the downwind brake, also shove the stick forward. Even though you are traveling slower, the gyroscopic effect of shoving the stick forward will give you that extra 45 degrees of rotation. The tail will rise briskly. As soon as the prop touches the runway, pull hard back on the stick and apply both brakes. This was how the original Q-Tip Propeller was invented. If you've done it just right, you'll probably have a much more efficient prop.

The Prop Curl can also be done straight ahead. Taxi at about 10 MPH while tucking in your shirt or cleaning your sunglasses. Keep your hands off the stick and slam on the brakes. Voila! Also try this while maneuvering the tail-wheel over an obstacle. For a more dramatic Curl, hold the stick forward and add a burst of power.

3. Pitts Special Twin Arcs.

Start the Groundloop from the roll-out at about 25 MPH. Remove all cross-wind inputs and allow the airplane to weathercock. Move the stick forward to at least neutral to lighten the tail-wheel and reduce its directional control. The little biplane will rise up on the downwind wheel and begin a concise pirouette. The downwind wing-tip will hit the runway and begin scribing an arc of red butyrate, Dacron and plywood. Without hesitation slam in full upwind aileron, as if to attempt to lift the lower wing. The downwind aileron will shoot down and describe a beautiful red arc parallel to that made by the wing-tip. Pull the stick full back, push full downwind brake with full rudder and a burst of power to erect the plane. These little red arcs are very artistic and will attract a good crowd in the evening following the days flying.

4. 180-Degree Pirouette with back-track

This one is best attempted in a light high-wing with narrow bungee landing gear, a Cub will do. The maneuver works best in a quartering tail-wind. This figure looks difficult, but is really pretty simple. It works best if the pilot does not interfere.

Get the weather-cocking started in the usual manner. Move aileron out-of-wind and push the stick forward to get weight off the tail. 20 MPH is fine. As the up-wind wing rises, the center of gravity swings as a pendulum toward the lower wing. About the time the down-going wing smacks the runway, the center of gravity will have swung to the outside of the downwind wheel. Apply this brake hard. Now it's as if you had two upwind wheels because the center of gravity has migrated outside via centrifugal force. So now it wouldn't matter which brake you applied, the effect would be to increase the rotation of the Groundloop.

The wing-tip smacks off the tarmac, the brake completed a full 180-degree turn, and fast-taxi back to the button.

5. Groundloop with Bunt.

This is certainly one of the more dramatic figures in the Groundloop family. You'll want to be traveling a little faster to get this one. Say 35 MPH. The figure should start slowly then get faster and tighter as rotation sets in. A dry runway is necessary, and a quartering tail-wind from the left is best. Once rotation starts, shove in full down-wind stick and full forward elevator. This will really tighten up the rotation. Now add full brakes and full power. The tail will shoot upwards and the airplane will do a kind of shoulder roll right on to its back. This is really low-level inverted, and you should ensure that your belts are very tight. This figure should be reserved for the last flight of the day.

CONCLUSION

The Groundloop has been around for almost a century and I'm sure it will be with us forever. And to keep it alive, all we have to do is be a little complacent, a little cock-sure and in a little hurry. Most important, one needs a thorough misunderstanding of weathercocking, cross-wind take-offs, landings and ground-handling. Sounds pretty easy to me.

Enjoy your spin-around!!!

9 replies
2,770 views

akflyer added a topic in Local Fly in's 19 Jan 2011

Fish creek Lodge flyin #2

Well here we go with another fly in at the Lodge. I plan on flying up on 2-16-11 and staying till the morning of the 21st. The irondog racers leave biglake on the 20th starting at 11 AM and normally take about an hour to reach the river. Weather permitting we are talking about following them upriver a bit, then jumping ahead to maybe hells gate area to get some good video. We should have lots of gas up there and a few guys are planning on riding their sleds in to so I may have to fly gas up to them around ptarmigan pass.

The lodge has been forewarned that we will be invading them again and we are planning on king crab and prime rib one night there with lots of other good food in-between.

Randy, when you thinking about flying out?

4 replies
2,384 views

akflyer added a post in a topic Pioneer Airport 19 Jan 2011

looks like a good time but a lil far for me to fly

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ybfcsqs added a post in a topic EA81 Subaru Heavy Hauler 18 Jan 2011

Randy, it means a lot to have a buddy who gives the kind of consideration you have. THANKS. Dad is not lucid at this time (they're keeping him under for obvious reasons), but his vitals are good and they just placed a filter to trap any clots from getting to his heart yesterday. He's always been a hard working man with a great constitution and maybe we can get him back to the status relative to when he had his stroke (came through that pretty well). Your prayers and concerns mean a lot as dad (and I) are two people you've never met.
Yeah, this whole affair has been a bit of a jugelling act, better men than I have had worse problems - we'll get through.
I too would like wider gear, at some point I would like to see if I might be able to fabricate or modify what I have presently. I've certainly given it some thought.
Randy, if you can lay hands on the NSI maitenance particulars I would really appreciate it. I hadn't checked out AIRDALE, but I will. I too believe our engines must be quite similar. One thing else, I don't know my prop diameter. Maybe you are swinging a somewhat larger diameter. That could also explain some things.
As soon as dad comes around (it's a process) I'll tell him he has a buddy by the name of Randy Tyler up in Alaska. Be well buddy, I enjoy corresponding with you ... Jim.

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Av8r3400 added a topic in Local Fly in's 18 Jan 2011

Pioneer Airport

Is anyone planning on going to this event?

Pioneer Airport Ski-In

6 replies
2,890 views

akflyer added a post in a topic AVID Fly=In 2011 17 Jan 2011

Lonnie, you get any closer to final dates etc. for the fly in?

For an adventure trip up here I would have spend more time in western AK than northern AK, but not many can say that they have flown thier own plane that far north of the arctic circle.

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akflyer added a post in a topic Yamaha 3 cylinder Genesis Engine 17 Jan 2011

There are several guys over on the rotary wing forum that are using it or in the process of converting them. I keep an eye on the engine section over there as it seems the gyro guys are alot more willing to break the mold and put something other than a rotax on the gyro's. There a couple guys on there that are developing all new engines for the gyro / airplane market.

http://www.rotaryforum.com/forum/forumdisplay.php?f=31

Should give you all the info you want on the Genisis engine plus several others.

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avidace52 added a topic in Rotax and other engines 17 Jan 2011

Yamaha 3 cylinder Genesis Engine

Does anyone have any experience with the Yamaha 3 cylinder Genesis engines? I have a Subaru but would like less weight.

1 reply
3,540 views

akflyer added a post in a topic handheld antenna 17 Jan 2011

http://www.aircraftspruce.com/catalog/avpages/stainlessantenna.php < this is the type of antenna that Randy is using
http://www.aircraftspruce.com/catalog/avpages/av534.php

http://www.aircraftspruce.com/catalog/avpages/av10_ant.php < the antenna that I have on mine

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SuberAvid added a post in a topic EA81 Subaru Heavy Hauler 17 Jan 2011

Wow Jim, it sounds like you are going through a lot. Give your dad our best and we will keep him in our thoughts and prayers for a quick recovery. I hope he does not have any paralisis; his injury would be a difficult recovery for a young person but it gets much harder as we get older. You have a lot going on, I am amazed you can keep the project moving forward but hope you ar eable to keep it up.

Your idle rpm of 2 grand makes me think the redrive is definately geared differently. Mine idles at about 1 grand or lower after it warms up. If I run it to 2K it will be moving unless the brakes are locked. I know stratus give a 1000 hour TBO on their engines so I would expect NSI would be the same. Do you have the NSI maintenance manual for yours? If you don't it would sure be good to find one you can copy to get the recommended maintenance intervals on the parts. I can copy the Stratus one for you which would give you engine info but no good for your redrive or throttle body injector. When I was running my Rotax I checked the redrive oil before every flight and changed it about every 50 hours.

Do you have the wide gear on your Avid? If not I would highly recommend it. I know it saved me on my MK 4 from more than one bad landing situation that would have caused damage to my bird if I hadn't had it. Mk 4's are short and the wide gear gives you much better brake leverage to steer and a lot more stability. You can get the wide bungee gear from Airdale. You are probably a lot better pilot than I am and may be OK without it but I like to have every advantage I can on landing and wide gear and good brakes make a huge difference.

I have not checked my valve lash yet on this engine but it is comming up soon at 20 hours. I have about one more flight before I am there and may be able to get there tomorrow. I will have to check what the manual says it should be. Thanks for the advice on the starting procedure. I put in a split bus master switch but have been starting it with both the alternator and battery on. I will see if it has a little more starting power with the alternator off. Anything would help since mine is pretty difficult to start when cold.

Best to your dad, Randy

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SuberAvid added a post in a topic Fish Creek Lake Lodge flyin #1 2011 17 Jan 2011

A set of deployable scratcher brakes woud be very nice to have in these condition! It will be interesting to see the design.

Thanks for resizing my Avitar picture. I messed with it a little when I was putting it on but it seemed to just make it fuzzier. It looks a lot better with the upsize you did.

The helmet cam video should be a lot of fun, especially flying the river chase.

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SuberAvid added a post in a topic handheld antenna 17 Jan 2011

My antenna is probably the most basic, sorry I don't have a catalog handy to give you a name and model, but it looks about like an 1/8" stainless steel rod about 2' long and angled back about 30 degrees. The base has a ceramic insulator cap on the top and bottom with a threaded rod that runs through them and a nut on the bottom, The turtle deck is sandwiched between the ceramic caps. The connecting cable has a quick connect on one end and the other has a larger brass washer connected to the ground shield tehat goes under the inside ceramic cap and a small wire connector on the center electrode that goes under the nut. Hope that is a good enough description to identify it in AC Spruce or other catalogs.

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egp8111 added a post in a topic handheld antenna 16 Jan 2011

what type of antenna are you guys using ?

thanks,

EG

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ybfcsqs added a post in a topic Avid+ flight Observations 16 Jan 2011

Right on Randy, love the detailed feedback you give. I have my battery as far back in the tail as possible. My CG is also quite positive and was really interested in your response regarding this. Have some lead in the tail along with the battery. Have also thought about a baggage access door to allow me to keep some extra weight in this area. Your info on the brakes, I find this very informative. Have also thought of going to a multiple puck caliper at some time. Seems like you're getting much better effectiveness with yours. Hope you get the chance to test fly the Subie under construction. It will be good also, to have another config around to compare notes on. You sound like a standup guy Randy. Thanks once again for your input ... Jim

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ybfcsqs added a post in a topic EA81 Subaru Heavy Hauler 16 Jan 2011

Randy,
Thanks for the comeback guy. I've been out of pocket lately (my 88 yr old dad fell off the porch and broke his neck). His vitals are in the green, had to do an operation and fuse three of his vertebrae. I had just left him approx 10 min before. He's a tough old bird, but I have been @ the hospital pretty much since the incident. Also am jockying with a carpenter and electrician adding two rooms to my home.
I appreciate your tech info, I had talked with Mike at STRATUS and he seemed like a nice dude. Wondered how your BINGs were, seems like they are working fine from your post. Also had wondered about carb heat and EGT (thanks for the detail). Really do love your radiator treatment (looked good along with other particulars in your photos). I've not been at full throttle with my machine yet - still in the process of getting it back airworthy. Don't anticipate any real problems doing this, just a finite time element at the moment. My engine idles at approx two grand, at three the EGTs settle in at pretty much 1000 degrees.
I've found new info for Ellison, called them and they say they will rebuild my EFS-2 throttle body (yeah!). Need to get it off and send it to them in Renton, WA as I remember. I'm not running any carb heat, I do have mixture, with the EFS. My NSI unit has 375 hours by the Hobbs meter. I think my engine should be good for about 1000 hrs before overhaul and would hope the NSI reduction unit will do the same. I'm going to stay on top of the fluids. Just from taxing and playing around with the engine/reduction unit on it's custom built trailer, the package is very smooth, nice throttle response - no complaints. It likes a fairly defined cold startup process but nothing drastic. My little bird is pretty short coupled for the power and weight, but I think I'll get the groove down. She's a little twitchy with thw weight of the battery back in the tail (26 amp POWER SONIC). Wish I had maybe another 18 to 20 inches of fuselage length and a little wider main gear but the guy who built her has flown her far and wide. Says it takes a little practice getting use to the quick rudder response. I owned a KR-2 with a full swiveling nob of a tail wheel (no steering at all below approx 20 mph except with the heel brakes). Guess I'll get this little beast down pat also. Randy, my engine appears to be 9:1 also. Most probably not that much difference in the internals of yours and mine. My valves were set to .012 lash although I've seen some evidence that the intakes can be .010 and the exhaust .014. Will probably go through the lash adjustment before flying her and re-adust as necessary. BTW Randy, I have a split MASTER switch arrangement which allows me to start the engine with battery online only. I then switch on the alternator and full electrical config. I highly recommend this to anyone in a position to employ it. Using a smaller battery is easier if you can cut down on the initial load. Perhaps most people already use this setup.
Don't know that I've covered everything you referenced but feel free to give me a shout anytime, gotta go and see about my 'Iron Man' dad. Take care guy - Jim

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SuberAvid added a post in a topic EA81 Subaru Heavy Hauler 16 Jan 2011

Jim,

Thanks for the reply, I kind of lost track where this was posted since it got covered up with later posts. The NSI clutch sounds a little different than the one Leni is running; his does not engage until it hits a certain RPM; pretty nice to be able to idle you plane without the prop spinning. How many hours does your NSI gear drive have on it and how do you like it? I would guess that our final drive ratios are the difference in RPM since both motors are supposed to turn out about 100 HP. The Stratus motors have reconfigured cams and planed heads to boost the compression to a little over 9:1 if I remember correctly; probably similar to the NSI motors. So far the Bing carbs have been running good. The are completely different than the Bings on the 2-strokes. these are like the ones on the BMW motorcycles. They aren't cheap, especially since Rotax started using them on the 912's. I bought mine a few years ago and they were $715.00 each at that time X2 since the motor has 2 of them. The intake manifolds are independent with built in water ports and thermostat placed in the connecting hose between them and the water pump. I configured my intake boxes with filters and carb heat from a heat muff on the exhaust. I spent a lot of time getting this set up to work and fit under the cowl. So far I have not experienced any carb ice so have not had to use the carb heat other than testing. I think be pulling the intake air under the cowl and with the carbs on top of he motor it is probably rare to get carb ice on these but I put carb heat on just in case I will attach a couple of pictures that show it better than I can explain it . So far I have not had to change any of the jetting on the carbs. I read a post from a guy on the Matroncs list who had guite an extensive list of jetting changes he had to do to get his EGT in the target range; under 1400 degrees. This sounds very high compared to the 1200 degree max for 2 strokes but he said he checked with NSI about the max and they said 1500 degrees and Stratus said they can take up to 1600 degrees for short periods of time. He had trouble getting his EGT's under 1400 but mine have stayed right at 1340 to 1380 degrees.

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akflyer added a post in a topic A&P on duty... the price is right too. 16 Jan 2011

Where the hell you hiding out at??? you getting any time on your KF

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akflyer added a post in a topic Parting out KF-III 16 Jan 2011

Doug, Mine was bent, twisted and tweeked pretty good. The gear box was bent up pretty bad, but the tubes were not kinked. I made up a couple tools to straighten the tubes, but most of the work was done with a block of wood and a hammer, or a rubber mallet. They are small tubes and straighten easy, just dont beat the shit out of them The good thing about tube and rag planes is that they are easy to fix! I had to replace a couple upper longerons that were kinked, and the rudder post n top of the fin. Spend a day hammering tubes that could be straightened, a day cutting new tubes and fitting them, and a few hours with a tig torch in hand welding in the new tubes. The tubes that were knked were holding the fuse all twisted up, but as soon as I cut them loose the rest of the fuse sprang back to normal shape. Pulled a few measurements to make sure everything was square, blocked it up n clamped it down on the saw horses and went to welding. I think I have about 250 bucks into the new tubes, including upgrading to 1" tubes for the lift struts.

Post up some pics and show us your ditch banging handy work I would do it for you

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akflyer added a post in a topic Avid+ flight Observations 16 Jan 2011

Randy,

I just put up a little how too in the general hagar section. I pinned it so it is at the top of the list of topics, way way up at the top

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akflyer added a topic in Avidfoxflyers General Hangar 16 Jan 2011

Changing or adding your avatar picture

Click on your screen name in the upper right hand corner of the screen, you should see a drop down menu. Click on "my profile"

Once on your profile page, there should be a button on the right side of the srecc a couple inches below where you just selected your screen name at that says "edit profile" Click that big button.

On the left you should have a menu of things you can change. Click on "change avatar"

You can now upload the image from your computer. It will resize the picture automatically if you dont already have it sized down to 150 X 150.

A word of advice here. If it is a huge picture, you will want to crop it down to the area that you are really intersted in showing so when it resizes the pic, you can still see what you want shown... IE, if the picture happens to be you flying with a cool mountain back drop and the original size is some huge 2000+ X 2000+ when it resizes the picture to 150 X 150, you will need a magnifying glass to see your plane and it will look like a fly turd on a white back ground.

If these destructions leave you totaly in the dark, and nothing is really shown on the screen like I said it would be let me know. As admin, my screen looks a little different than your does and I will have to make another ID for meself so I see what you see

While you are in there adding your picture etc, you can also add in a signature line so it will show on every post and you dont have to keep typing in your name every time. If you have troubles with it and want me to do it for you that is not a problem, just shoot me a note or post up a pic and tell me to put it in as your avatar.

11 replies
11,931 views

akflyer added a post in a topic Fish Creek Lake Lodge flyin #1 2011 16 Jan 2011

I will put mine on a disk, unfortunately, the best pics I got of you were on my darn cell phone, the other small cammera I had with me was "spose" to be a good one, but it sucks. I have a new smaller one ordered up so next trip up I will be ready for some more air to air sessions. Got a new helmet cam ordered up to so I should be able to roll film from a couple different angles to get good video too.

The ole high speed full airframe beta stoping manuver always draws a crowd. Funny that in a tail dragger we try our best to not "ground loop" it, so when we try to do it intentionally it feels pretty weird. Had to do it a time or two myself and was always puckered up hoping there was not a nice little ridge to fold the gear from under me.

I am told that Jeremy Davis over at Port Alsworth has an STC for adding a brake mechanism to the skis that you use your toe brakes for. My brother is spose to be flying over there and getting some pics of his set up. When he does, I will get them posted up because I think they will work pretty slick and be very easy to make for our planes!

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SuberAvid added a post in a topic Parting out KF-III 15 Jan 2011

Man Doug, I am sorry to hear about this too; I didn't realize what had happened when I read your first post. I hope you are OK as well.

Time to put full concentration into getting the Avid+ done!

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SuberAvid added a post in a topic Avid+ flight Observations 15 Jan 2011

Thanks Leni, I will do that; I was thinking the same thing when I saw yours. I don't remember how to do it; can you give a quick refresher on that for me and any new members who are as internet challenged as I am?

Randy

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SuberAvid added a post in a topic Fish Creek Lake Lodge flyin #1 2011 15 Jan 2011

Hey Leni,

Man that was such a blast I can't wait to do it again. We will hope for a repeat of the increadible weather we had. I have been sharing the pics with my brother and others all week so have enjoyed reliving it.

I really like your new icon picture! That one was my favorite too. The mountain is such an increadible backdrop you would think it was photo shopped it you hadn't been there. I cut the pics from a couple Mpixels down to about 100 Kpixels to upload them. (I am on dial up so it will not upload or download pics very well) I can put them on a disc for you at full size if you want to get some good blow up photos of your plane. I would like to get your photos on a disc also. We'll have to plan to exchand them on the next trip.

I had an interesting landing at Wolf Lake when I got back; I had been thinking about the fact that there is absolutely no snow on the lake now after our meltdown and refreeze two weeks ago, I knew it was going to be interesting getting it to stop. I slipped it hard over the trees and landed it in a full stall as short and slow as I could get it. There were a couple of ice fishing tents in the center area of the lake (it is kind of hourglass shaped) and as I skated past them (at about 20+ mph and not slowing down) I did the full airplane beta manuver; pushed full rudder and powered it up then full oposite rudder as the tail came around. It stops pretty good from the backward slide with the power on. It was kind of funny because the ice fishermen came out of their tents and started taking pictures.

Randy

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