Generally, you turn your left hand into a micrometer tool by solidly
planting the outside of your palm on the throttle base and using that as a
fulcrum to make extremely small adjustments in power setting. You don't want
to be jockeying around with the power all that much anyway. It's all very
subtle and gently done. Your eyes hardly ever go to the tach. As pilots
become accustomed to a position, it's possible to actually check instruments
and hold position peripherally when going inverted through the float at the
top of a loop for example. This is especially true for the slot.
Dudley Henriques

"Wizard of Draws" wrote in message
news:C048C595.6B308%jeffbREMOVE@REMOVEwizardofdraw s.com...
On 3/23/06 8:43 PM, in article
et, "Dudley Henriques"
wrote:


"Wizard of Draws" wrote in message
news:C048B3AD.6AC96%jeffbREMOVE@REMOVEwizardofdraw s.com...
On 3/23/06 12:26 PM, in article
et, "Dudley Henriques"
wrote:
My question for a long time has been, how do they keep their speed
synchronized so well so they can maintain such tight formations? It
seems
to
me that small variations would have to creep into their engines,
requiring
micro adjustments to the throttle settings in flight. Do they have that
available, or are the engines so well maintained that X% of thrust on
Bird1
is _exactly_ the same as every other?
--
Jeff 'The Wizard of Draws' Bucchino

Formation that tight isn't done by an engine setting per se. It's done by
relative motion. For example, lead always "gives up" a few % in RPM as
his
full throttle position to give some play percentage wise to the lowest
power
setting in the formation. There's always a few RPM for the slot and 2
wings
to use if they need it.
As to holding position, it's done by relative motion on a single position
,
usually lead in the Diamond. Lead sets the power and everybody does
whatever
it takes to hold position. There is a set line of sight for each position
called a "paint" that coincides with a direct position line to that spot
on
another aircraft. Power is adjusted to maintain that paint. No attention
is
paid to what percent RPM is required to do that. It could very well vary
from position to position. The only thing that's important is that lead
is
off the throttle enough that the slowest plane (RPM wise) in the
formation,
has the excess power spread to hold the position.
There's a WHOLE lot going on with all this that the public never sees or
hears. Flying a 20 minute show for these guys is just about the same
physical effort as playing an entire football game as a pro...BOTH ways!
And this doesn't even get into the mental strain!
Dudley Henriques


I appreciate your time sir. As a follow up, can I assume that there is no
"fine adjustment knob" to the throttle, and that the ease of movement with
respect to the throttle lever can be set to the pilot's preference?
--
Jeff 'The Wizard of Draws' Bucchino

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