from the http://alexisparkinn.com/general_aviation_videos.htm

http://alexisparkinn.com/photogaller...h-Cocktail.wmv

would this be sort-of what we're talking about?

T o d d P a t t i s t wrote:
"Tony" wrote:

About a year ago there was a spirited discussion about maintaining a 1
G 'straight into the seat' force while doing a roll (let's define a
roll as rotating the airplane, somehow, 360 degrees around its axis
with respect to the horizon).

There was such a discussion - IIRC, it was mostly about
barrel rolls and loops, not pure aileron rolls.

As I rmember the analysis, if you have
enough control authority if you accelerate downward at 1 G and pull
hard enough while doing a coordinated roll you can do just that. A
blindfolded passenger would know the roll happened.

Did you mean to say the passenger would or would not know
the roll happened?

Regardless, if you let the aircraft accelerate at 1G
downward (0 G), you can (theoretically) superimpose a
constant 1G loop or a barrel roll with a 1G inward component
and approximate what you are thinking of, but it's a long
ways from a blindfolded passenger not noticing. For one
thing, you are going to pick up a hefty sink rate during the
falling 0 G loop that you can't get rid of if you keep to
the 1G limit. You hit the ground shortly after this
exercise. Another point is that your speed is increasing
rapidly. Think of the center of the loop "falling" the
entire time this maneuver is being conducted.

Yet another point is that an aircraft must keep its fuselage
roughly lined up with the relative wind, so the angle of
this 1 G relative to the floor is changing as you end up in
a high speed dive at the end. Finally, you can't get the
roll started or ended without imposing forces on the
passenger that he will notice.



--
Do not spin this aircraft. If the aircraft does enter a spin it will return to earth without further attention on the part of the aeronaut.

(first handbook issued with the Curtis-Wright flyer)