The notion of starting in a climb solves a lot of problems, I had not
thought of that,

And if you start S&L and fast, you can enter the climb while in a
controlled deceleration, too, keeping that 1 G component down relative
to the seat, too.

How fast do you have to enter, and how long does the roll take?

Thanks!



On Jan 2, 8:10 pm, "Kyle Boatright" wrote:
"Tony" wrote in oglegroups.com...



There is no requirement to hold a constant level of acceleration or
level flight. The requirement is simply that the weight vector be into
the seat at 1 G. It is possible to take the airplane through a 360 roll
about its axis doing this, so such a flight pattern would NOT be
noticed by a blindfolded with hearing blocked PX. I do appreciate the
airplane will not end the manouver straight and level and will not have
its initial heading. Recovering those values may be physically
impossible -- it will be going down pretty fast, and I can't imagine a
flight path that take the airplane back to S&L without inducing more
than 1 G on the cockpit. The question I have is, does an airplane exist
that has the control authority to fly such a roll?IF you allow me to start with the aircraft in a 20 degree climb, it is
possible, and I do it quite frequently in the RV-6. Without letting me
start in a climb or end in a dive, it isn't possible, because keeping one
"G" on the seat when you're inverted means the airplane is accelerating
downward at 2 G's - the gravity induced one and the one you're using to keep
your butt in the seat. You've gotta make up for that downward acceleration
somewhere, and the easy way is to start in a climb or end in a dive...

I routinely do 1.25 G rolls, including the pull-up before the roll and the
pull-up after the roll, which are what add the extra .25 G. Alternately, I
can skip either of the pull-ups, but that means I need to pull twice as hard
(or twice as long) on the other end of the roll.

KB

KB