Thank you very much! Great one, as always I have a question about the throttle while doing the Cobra, it will no be more helpful to reduce the throttle and when the speed is right, to open it rapidly with the pull?
You may have to do that anyway depending on where you place the figure in your routine. The reason for doing so would be more a positioning and speed target rather than making the figure work better. In this video the speed was correct because it was achieved during an acceleration phase coming from a lower speed. If approaching from a higher speed than required, I prefer to insert a figure that will achieve the same thing, thus retaining as much energy as possible. Many show pilots do this figure in gournd effect right after take off. Thus they are at full throttle, with the engine developing maximum power and a lot of smoke ... in gound effect to get the best possible performance and be able to do it at a slower speed leading to less climb and shorter recovery. Any minor technical glitch will likely be fatal. Either way, give your idea a try and report back. I'd love to hear about it.
@@NiccolaiMurphy Thank you! I put this figure right aft torque roll recovery and I tried to do it from 45 line and it felt good than I thought, I"ll try to do it on straight level and see how complicate it will be. By saying retaining as much energy as possible - what do you mean?
@@RoyBenAnat Energy is required to keep flying. It consists of kinetic energy (proportional to the square of your velocity) and potential energy (proportional to your altitude). The engine adds energy to your system, maximum contribution is when at full throttle. The more that you can run your engine at full throttle, the better your energy state. Drag takes energy out of the system (your plane), high g takes more energy than low g. You enter the box with a certain amount of energy. If you take care in the design of your sequence, you can maintain a high energy state throughout most of the sequence. If not, you will end up low and slow and have to break and climb to restart. Gyroscopic figures require low speed, so put them after a figure that reduces your speed, so that you don't have to idle the engine to loose speed without exchanging it for something that will maintain or gain energy.
Thank you for the video! I learned a lot from it before I did this figure for the first time with my 1D Can you please do video like this on a Cobra maneuver? Thanks! Roy
😊 WOW That is a blessing. I have Quails, Cardinals and Doves that I have been feeding watering for Years and they nest on my property. When I get ONE Hummingbird I go Nuts 😂🎉
Thank you for showing us how to do the double hammerhead. I would have to set my calendar for the time it takes to climb back to altitude for the next attempt..
Nicco, have you found that magnetos are probably the most neglected part of airplane maintenance? Sure seems like it to me. The 500 hours inspections seem to occur only after the magneto has problems well beyond the last 500 hour inspection..
Hi Nicco, it is nice to see the hummers are enjoying the feeders. We don't see them when there is snow on the ground here. I think you have the most well known pitstop on their migratory path..
I do it from a left foot negative snap on the vertical line. After the snap is unloaded the controls are in the right position for the flat spin and the transition is flawless
Thanks Niccolai, nice job. I've always enjoyed seeing this maneuver from the ground but didn't know what it's name was. It is elegant to watch... it would be nice to add a link here to a video of it as seen from the ground (I couldn't seem to find one).
Correctly it is "Lomcovak" .... and it does not translate as headache, but it comes from the verb "Lomcovat" which means to shake violently/roughly with something ..... so it shakes with the plane and the pilot ...... and in a figurative sense it can also mean an alcoholic drink (shot) that you drink and it "shakes" you .....
I grew up flying this plane with my dad. My older brother solo'd at 16 in it. Can't believe I found a video on youtube. I hope you make as many memories with her as we did.
It is a common issue on constant speed propeller equipped planes. If enough time is spent at zero or close to zero g, the inverted oil system can float into a position where oil pressure is not reliably high enough to maintain the propeller RPM at a constant speed. Hence the RPM changes in long vertical lines or long arcs.
This plane caught my eye years ago. Actually spoke to Dan. He’s sold the rights to another person that would not even engage with me in a civil discussion. Really unsatisfying experience.
Same as for all aerobatics in a DR107. For a number of reasons the plane does best when it is flying fast. Full down trim which equates to about 190 knots in this example.
My 1D mushes as well. Nicolas, I see you are increasing power slightly just before the stall (is this to keep nose higher?) I will try this on my one to see if it helps when I use left rudder to initiate. Mine spins well inverted when I initiate with right rudder, power off.
Sequence was flown at 23% MAC. Best is as far back as possible. In this case, it is a compromise for weight and inertia, as the plane is only 20% MAC with 10 gallons of fuel and no ballast. 30 pounds of ballast is bolted in the rear fuselage to obtain 23% MAC.
Depends on what you mean and who your competition is. In the US, unlimited competitors are serious about it and many are looking for a spot on the US world team. So even at the regional level, you will run into those competitors. You will need to be very good and they need to fly badly for you to win or even place. You can show up at a contest and fly the sequences. You will be scraping every atom of performance out of the plane just to get it around the sequence and stay in the vertical boundaries of the box. This is especially true on 110 F days that many contests on the West Coast are flown. You will see from some of the other videos that the 1D will make it around the unlimited sequence, even with a relatively inexperienced pilot.
Thanks for posting this video. Liked the camera, as I could see where you were looking and when you would check the sight. 1 question, the inverted spin, you used your left foot, why not the right?
Thanks for this - have just started trying to fly this sequence in my fixed pitch DR107. Feels like I almost need to dislocate my shoulder to get it to outside snap!
This is interesting. I always liked Wayne when I'd talk with him at the old aerobatic contest at Paso back when I was in college at Cal Poly. AND...I knew Mike Penketh (Wayne apparently was checking out the aircraft with Mike in mind. Mike had lost his hands in an accident. I knew Mike and Peggy when I got my pilots license at Auburn in 1987. Great memories and a very cool little aircraft. Thanks for sharing...
Someone bought it. Tipped it over flying it back to the new home base. Collected on insurance. Someone else bought the salvage and got it flying again and put it up for sale. Rebuild may not be convincing to prospective buyers. Was a very good flyer.
