It'll take me a couple of times to digest what you've written here, Dudley,
but I think I understand. So far, I'm not using any forward stick on
hammerheads and the amount of aileron I need seems to vary with each flight
(could it be weight dependant?).
Thanks again for the tips!
Shawn
"Dudley Henriques" wrote in message
link.net...

"ShawnD2112" wrote in message
...
Totally agree with what you say, Dudley. Maybe my machine has a
toeing
problem, but it's one my guru told me to watch out for, so he seems to
think
the bigger swings happen at lower groundspeed as a regular feature of
the
type. I've never flown an S-1 other than my own so I can't really
comment.

Either way, it's one hell of a fun airplane to fly! I was out this
weekend
working on a sequence to use to get my UK display authorization as
well as
some snap rolls. Both still need a lot of work to before they're good
enough in my mind, but my hammerheads are coming along much better now
(reducing power as the nose comes across seems to solve the torquing
problem). The only thing my S-1 is missing is a second seat to share
the
ride with friends!

Shawn

Hey Shawn; sounds like you're having fun! :-)

Snaps are all timing of course. Just watch out for the ole' "Pitts can
do it" syndrome. This settles in about the time you get the execution
for single snaps down perfectly and start doing snap and a half's with
recoveries exactly on target. The next logical step is multiple snaps,
and this of course requires higher airspeeds at entry. It's here that
you can get into over g problems with a Pitts if you're not real
careful.
You're right on about the power in a HH. (Do you have a 150 or a 180 in
your airplane?)
What I used to do to get a clean break was to use whatever rudder up the
vertical line I needed to keep things honest, then wait for the apex
peak. Just before reaching apex, I'd go hard inside rudder/outside
aileron and a bit of forward stick for the precess to initiate and just
as the nose started to knife, I'd ease off
the throttle and lose that dynamic pressure off the rudder to lose the
torque. Worked like a charm.......well.....most of the time anyway :-)))
In the Pitts, just be careful about that power and forward stick. You're
all pro for inverted flat spin in your airplane. If you get a bit too
much going on with that forward stick and power at the same time in your
airplane, you can easily go into an inverted flat spin with no trouble
at all...but I'm fairly sure you're on top of this and don't need my
"helping hand" :-)

Ah, for the good ole'days!!!!!! I miss it every now and then. :-)
Dudley