Chandelle, speaking of tight turns

The issue would be knowing the required airspeed in level flight to
have enough energy to get to the top of the loop without having the
airplane fall out of the sky. It seems to me, based on no experience,
I'd want to see the yoke pulled back as far and as fast as the
airframe can tolerate m-- that's why I suggested a couple or 3 gees
until manouvering speed, then all the way back. It would keep the
loop's quasi diameter as small as possible, it would be egg shaped
with lot tighter radius near the top, but I think it would be better
to have airspeed, not altitude, when you're almost topping out and
want to roll upright.

I'll offer to buy he who likes to be my personal pic some time in a
rated airplane with an instructor to have some fun with this. It's
been 20 years since he's been upside down in an airplane.

His flying habit, in real life, is to go everywhere under instrument
flight rules, which pretty much keeps him (and me) out of canyons. As
his personal SIC I can tell you I know what a sectional looks like,
but like enroute charts a lot better, and sure like to fly uncoupled
ILS approaches from the right seat. I do wonder what it would be like
to have the airspeed, GS and LOC needles in front of you, rather than
way over to the left. If I was in the left seat it would take a while
before I'd stop including the left wing in my scan ("Yes, the red nav
light is on, dammit!").

Thanks for your insights. I suppose thinking about these things is
worth doing, even for experienced pilots.

Tina