February 2012 119
BECAUSE THE 2012 flying season is approaching, I want to
dedicate this month’s column to Maneuver 6 from the International
Miniature Aerobatic Club’s (IMAC) Official 2012 Sportsman
Known sequence, which is a Stall Turn with a Full Roll Down.
In this sequence, 10 different maneuvers must be performed by
the pilot in a specific order. However, each move has a different
level of difficulty. As a result, each exercise plays a different role in
how scores are tabulated for a total flight score. Although a seasoned
pilot will be able to perform all maneuvers well, it is important to
understand the basics behind how one can change a flight score.
As an overview, I will begin by looking at how each movement
in a given flight is tabulated, and as an example, I will use the
maneuver of the month. Then, I will examine the key inputs in
performing Maneuver 6 and a few setup tips that will benefit you,
the pilot. Without further delay, let’s get started!
What is K-Factor? According to the FAI Aerobatic
Catalogue, each figure or individual maneuver
belongs to a certain family. In the FAI Aerobatic
Catalogue, nine families exist.
In the basic form, a movement such as an inside loop
will have only one value. However, compound moves
have separate K values that are added together. Each
component of the exercise is given a Catalogue number,
which tells us which family, row, and column it comes
from so we can see the individual value of each part.
Let’s take a look at the maneuver of the month and
explain how it’s tabulated.
Each basic move and rotational element in the
Catalogue is assigned a difficulty coefficient, also
known as the K-Factor. The basic shape comes from
each family (the first value) and rotational elements
are given a K-Factor according to their flight direction
and extent.
How to achieve your best flights
[[email protected]]
Radio Control Scale Aerobatics John Glezellis
Also included in this column:
• K-Factor explained
• Stall turn tips
A Composite-ARF Edge 540 awaits another flight. This is a great airplane for a 100-120cc gasoline engine, and is competitive.
Below: A clip from a score sheet for the
2012 Sportsman Class. The Catalogue
Number and the K-Factor values are shown.
Left: This is the Aresti diagram for a stall
turn with a ful l rol l down. Note the
starting point, which is a circle, and the
ending of the maneuver, which is shown
with a vertical line.
02sig4.QXD_00MSTRPG.QXD 12/16/11 4:44 PM Page 119120 MODEL AVIATION
Left: Shown are nine
different families of
maneuvers. Becoming
familiar with each and
understanding how
points are tabulated
are the keys for
success.
The point deductions during a strong crosswind are shown as
the flight path is scored.
In the perfect stall turn, you should see the airplane rotate
around its CG. If it does not, it is performing what is called a
“flyover,” and points are deducted.
Under the Catalogue Number column are two separate lines which
represent each element of the move and show which family it comes
from. In this case, the first line starts with a 5, which means that it is
from Family 5. This family contains stall turns (Hammerheads).
The second number on the first line (after the period) is a 1. The
third number is a 1 as well. This means Row 1, Column 1. After
looking in the Catalogue for this figure, you can see that the difficulty
coefficient is a 17.
On the second line is 9.1.5.4. This means that the number is from
family 9, 1-point, Row 5, Column 4. The value here is 8. Seventeen
added to 8 equals 25, which is the total K for the maneuver. The score
you receive will be multiplied by this value.
If a person performs this exercise well, but makes a mistake on a
higher-K maneuver, a second pilot who performs both moves in a
mediocre fashion may actually earn a higher score. This is where the
great pilots are separated from the good pilots when it comes to flying
an Unknown program.
Unknown programs are usually given to contestants the night
before they are to be flown, and the programs cannot be practiced.
Each pilot has one chance to perform this sequence in front of a panel
of judges.
Flying the Stall Turn with a Full Roll Down: In this sequence,
exercises are flown one after another. After the stall turn with a full
roll down, the pilot must perform a loop with a full roll at the top. If
the stall turn isn’t performed at the end of the aerobatic area, the pilot
will be pressed for time and will have to rush the loop in order for it to
be centered.
When looking at a sequence, pay close attention to specific
maneuvers and which moves come both before and after them. The
best routine will have a smooth and graceful look, and will not rush
the pilot or the judges.
To fly this maneuver, align the airplane parallel to the runway.
Apply 90% throttle and perform a gentle radius to establish a vertical
upline. Note the size of the radius because another radius must be
performed upon the exit, and both need to be the same size.
Once vertical, you need to show a large line segment. Remember,
the full roll on the way down must be centered, and you must have
enough time to show a line segment both before and after the roll. I
recommend a segment of at least 600 feet with a 40% aircraft.
Once at the top of the operation, reduce throttle and wait for the
airplane to nearly come to a stop. Then, apply full-rudder input so the
airplane will pivot around its CG. The airplane will rotate and once
headed down, release rudder so a perfect 180° pivot has occurred.
Establish a line segment, perform a full roll in the desired
direction, show another line segment, and then pull out to exit in
upright level flight. Apply throttle, as needed, to keep a constant speed
throughout the stunt.
A pilot’s score is penalized in the following manner: Let’s say that
the roll is centered, the stall turn was perfect, and the radii were the
same. However, there was a 10° over-rotation in the roll. Pilots are
penalized one point per 10º.
The flight path is also examined. If there are strong crosswinds, the
02sig4.QXD_00MSTRPG.QXD 12/16/11 4:45 PM Page 120airplane must be angled into the wind so
that the flight path will be vertical. If not,
points will be deducted at a rate of 1/2
point per 5°. Don’t give away easy points!
If you find that your airplane is
sensitive to control inputs, you may have
too much travel deflection on a given
rate(s) or not enough exponential. Adding
exponential softens the feel around a
neutral stick position by giving a smaller
response. However, maximum travel can
be obtained near extreme stick positions.
You must use positive (+) values for
JR radios and negative (-) values for
Futaba systems, to obtain the same type of
exponential. Always consult your system
manufacturer to determine which value is
best for you.
I recommend that you start off with
roughly 20% exponential on the aileron
and elevator surfaces, and approximately
35% on the rudder. Use roughly 15° of
aileron deflection, 12° of elevator
deflection, and nearly 45° of rudder
deflection. You will need more rudder
input to rotate throughout the maneuver
and perform the stall turn. However, too
much deflection on other control surfaces
may make precision difficult.
Aside from being a great pilot, it is also
wise to understand how various moves are
tabulated. It is important to understand the
patterns you are flying and how each
component of a given exercise adds
difficulty—such as this month’s
maneuver, which is taking a stall turn and
adding a roll to it on the downline.
In addition, you also learned how to
perform the maneuver of the month, and a
few key flight tips that will help you on
the flightline. Now, get out and start
practicing, but more importantly, always
remember to have fun! MA
Edition: Model Aviation - 2012/02
Page Numbers: 119,120,121
Edition: Model Aviation - 2012/02
Page Numbers: 119,120,121
February 2012 119
BECAUSE THE 2012 flying season is approaching, I want to
dedicate this month’s column to Maneuver 6 from the International
Miniature Aerobatic Club’s (IMAC) Official 2012 Sportsman
Known sequence, which is a Stall Turn with a Full Roll Down.
In this sequence, 10 different maneuvers must be performed by
the pilot in a specific order. However, each move has a different
level of difficulty. As a result, each exercise plays a different role in
how scores are tabulated for a total flight score. Although a seasoned
pilot will be able to perform all maneuvers well, it is important to
understand the basics behind how one can change a flight score.
As an overview, I will begin by looking at how each movement
in a given flight is tabulated, and as an example, I will use the
maneuver of the month. Then, I will examine the key inputs in
performing Maneuver 6 and a few setup tips that will benefit you,
the pilot. Without further delay, let’s get started!
What is K-Factor? According to the FAI Aerobatic
Catalogue, each figure or individual maneuver
belongs to a certain family. In the FAI Aerobatic
Catalogue, nine families exist.
In the basic form, a movement such as an inside loop
will have only one value. However, compound moves
have separate K values that are added together. Each
component of the exercise is given a Catalogue number,
which tells us which family, row, and column it comes
from so we can see the individual value of each part.
Let’s take a look at the maneuver of the month and
explain how it’s tabulated.
Each basic move and rotational element in the
Catalogue is assigned a difficulty coefficient, also
known as the K-Factor. The basic shape comes from
each family (the first value) and rotational elements
are given a K-Factor according to their flight direction
and extent.
How to achieve your best flights
[[email protected]]
Radio Control Scale Aerobatics John Glezellis
Also included in this column:
• K-Factor explained
• Stall turn tips
A Composite-ARF Edge 540 awaits another flight. This is a great airplane for a 100-120cc gasoline engine, and is competitive.
Below: A clip from a score sheet for the
2012 Sportsman Class. The Catalogue
Number and the K-Factor values are shown.
Left: This is the Aresti diagram for a stall
turn with a ful l rol l down. Note the
starting point, which is a circle, and the
ending of the maneuver, which is shown
with a vertical line.
02sig4.QXD_00MSTRPG.QXD 12/16/11 4:44 PM Page 119120 MODEL AVIATION
Left: Shown are nine
different families of
maneuvers. Becoming
familiar with each and
understanding how
points are tabulated
are the keys for
success.
The point deductions during a strong crosswind are shown as
the flight path is scored.
In the perfect stall turn, you should see the airplane rotate
around its CG. If it does not, it is performing what is called a
“flyover,” and points are deducted.
Under the Catalogue Number column are two separate lines which
represent each element of the move and show which family it comes
from. In this case, the first line starts with a 5, which means that it is
from Family 5. This family contains stall turns (Hammerheads).
The second number on the first line (after the period) is a 1. The
third number is a 1 as well. This means Row 1, Column 1. After
looking in the Catalogue for this figure, you can see that the difficulty
coefficient is a 17.
On the second line is 9.1.5.4. This means that the number is from
family 9, 1-point, Row 5, Column 4. The value here is 8. Seventeen
added to 8 equals 25, which is the total K for the maneuver. The score
you receive will be multiplied by this value.
If a person performs this exercise well, but makes a mistake on a
higher-K maneuver, a second pilot who performs both moves in a
mediocre fashion may actually earn a higher score. This is where the
great pilots are separated from the good pilots when it comes to flying
an Unknown program.
Unknown programs are usually given to contestants the night
before they are to be flown, and the programs cannot be practiced.
Each pilot has one chance to perform this sequence in front of a panel
of judges.
Flying the Stall Turn with a Full Roll Down: In this sequence,
exercises are flown one after another. After the stall turn with a full
roll down, the pilot must perform a loop with a full roll at the top. If
the stall turn isn’t performed at the end of the aerobatic area, the pilot
will be pressed for time and will have to rush the loop in order for it to
be centered.
When looking at a sequence, pay close attention to specific
maneuvers and which moves come both before and after them. The
best routine will have a smooth and graceful look, and will not rush
the pilot or the judges.
To fly this maneuver, align the airplane parallel to the runway.
Apply 90% throttle and perform a gentle radius to establish a vertical
upline. Note the size of the radius because another radius must be
performed upon the exit, and both need to be the same size.
Once vertical, you need to show a large line segment. Remember,
the full roll on the way down must be centered, and you must have
enough time to show a line segment both before and after the roll. I
recommend a segment of at least 600 feet with a 40% aircraft.
Once at the top of the operation, reduce throttle and wait for the
airplane to nearly come to a stop. Then, apply full-rudder input so the
airplane will pivot around its CG. The airplane will rotate and once
headed down, release rudder so a perfect 180° pivot has occurred.
Establish a line segment, perform a full roll in the desired
direction, show another line segment, and then pull out to exit in
upright level flight. Apply throttle, as needed, to keep a constant speed
throughout the stunt.
A pilot’s score is penalized in the following manner: Let’s say that
the roll is centered, the stall turn was perfect, and the radii were the
same. However, there was a 10° over-rotation in the roll. Pilots are
penalized one point per 10º.
The flight path is also examined. If there are strong crosswinds, the
02sig4.QXD_00MSTRPG.QXD 12/16/11 4:45 PM Page 120airplane must be angled into the wind so
that the flight path will be vertical. If not,
points will be deducted at a rate of 1/2
point per 5°. Don’t give away easy points!
If you find that your airplane is
sensitive to control inputs, you may have
too much travel deflection on a given
rate(s) or not enough exponential. Adding
exponential softens the feel around a
neutral stick position by giving a smaller
response. However, maximum travel can
be obtained near extreme stick positions.
You must use positive (+) values for
JR radios and negative (-) values for
Futaba systems, to obtain the same type of
exponential. Always consult your system
manufacturer to determine which value is
best for you.
I recommend that you start off with
roughly 20% exponential on the aileron
and elevator surfaces, and approximately
35% on the rudder. Use roughly 15° of
aileron deflection, 12° of elevator
deflection, and nearly 45° of rudder
deflection. You will need more rudder
input to rotate throughout the maneuver
and perform the stall turn. However, too
much deflection on other control surfaces
may make precision difficult.
Aside from being a great pilot, it is also
wise to understand how various moves are
tabulated. It is important to understand the
patterns you are flying and how each
component of a given exercise adds
difficulty—such as this month’s
maneuver, which is taking a stall turn and
adding a roll to it on the downline.
In addition, you also learned how to
perform the maneuver of the month, and a
few key flight tips that will help you on
the flightline. Now, get out and start
practicing, but more importantly, always
remember to have fun! MA
Edition: Model Aviation - 2012/02
Page Numbers: 119,120,121
February 2012 119
BECAUSE THE 2012 flying season is approaching, I want to
dedicate this month’s column to Maneuver 6 from the International
Miniature Aerobatic Club’s (IMAC) Official 2012 Sportsman
Known sequence, which is a Stall Turn with a Full Roll Down.
In this sequence, 10 different maneuvers must be performed by
the pilot in a specific order. However, each move has a different
level of difficulty. As a result, each exercise plays a different role in
how scores are tabulated for a total flight score. Although a seasoned
pilot will be able to perform all maneuvers well, it is important to
understand the basics behind how one can change a flight score.
As an overview, I will begin by looking at how each movement
in a given flight is tabulated, and as an example, I will use the
maneuver of the month. Then, I will examine the key inputs in
performing Maneuver 6 and a few setup tips that will benefit you,
the pilot. Without further delay, let’s get started!
What is K-Factor? According to the FAI Aerobatic
Catalogue, each figure or individual maneuver
belongs to a certain family. In the FAI Aerobatic
Catalogue, nine families exist.
In the basic form, a movement such as an inside loop
will have only one value. However, compound moves
have separate K values that are added together. Each
component of the exercise is given a Catalogue number,
which tells us which family, row, and column it comes
from so we can see the individual value of each part.
Let’s take a look at the maneuver of the month and
explain how it’s tabulated.
Each basic move and rotational element in the
Catalogue is assigned a difficulty coefficient, also
known as the K-Factor. The basic shape comes from
each family (the first value) and rotational elements
are given a K-Factor according to their flight direction
and extent.
How to achieve your best flights
[[email protected]]
Radio Control Scale Aerobatics John Glezellis
Also included in this column:
• K-Factor explained
• Stall turn tips
A Composite-ARF Edge 540 awaits another flight. This is a great airplane for a 100-120cc gasoline engine, and is competitive.
Below: A clip from a score sheet for the
2012 Sportsman Class. The Catalogue
Number and the K-Factor values are shown.
Left: This is the Aresti diagram for a stall
turn with a ful l rol l down. Note the
starting point, which is a circle, and the
ending of the maneuver, which is shown
with a vertical line.
02sig4.QXD_00MSTRPG.QXD 12/16/11 4:44 PM Page 119120 MODEL AVIATION
Left: Shown are nine
different families of
maneuvers. Becoming
familiar with each and
understanding how
points are tabulated
are the keys for
success.
The point deductions during a strong crosswind are shown as
the flight path is scored.
In the perfect stall turn, you should see the airplane rotate
around its CG. If it does not, it is performing what is called a
“flyover,” and points are deducted.
Under the Catalogue Number column are two separate lines which
represent each element of the move and show which family it comes
from. In this case, the first line starts with a 5, which means that it is
from Family 5. This family contains stall turns (Hammerheads).
The second number on the first line (after the period) is a 1. The
third number is a 1 as well. This means Row 1, Column 1. After
looking in the Catalogue for this figure, you can see that the difficulty
coefficient is a 17.
On the second line is 9.1.5.4. This means that the number is from
family 9, 1-point, Row 5, Column 4. The value here is 8. Seventeen
added to 8 equals 25, which is the total K for the maneuver. The score
you receive will be multiplied by this value.
If a person performs this exercise well, but makes a mistake on a
higher-K maneuver, a second pilot who performs both moves in a
mediocre fashion may actually earn a higher score. This is where the
great pilots are separated from the good pilots when it comes to flying
an Unknown program.
Unknown programs are usually given to contestants the night
before they are to be flown, and the programs cannot be practiced.
Each pilot has one chance to perform this sequence in front of a panel
of judges.
Flying the Stall Turn with a Full Roll Down: In this sequence,
exercises are flown one after another. After the stall turn with a full
roll down, the pilot must perform a loop with a full roll at the top. If
the stall turn isn’t performed at the end of the aerobatic area, the pilot
will be pressed for time and will have to rush the loop in order for it to
be centered.
When looking at a sequence, pay close attention to specific
maneuvers and which moves come both before and after them. The
best routine will have a smooth and graceful look, and will not rush
the pilot or the judges.
To fly this maneuver, align the airplane parallel to the runway.
Apply 90% throttle and perform a gentle radius to establish a vertical
upline. Note the size of the radius because another radius must be
performed upon the exit, and both need to be the same size.
Once vertical, you need to show a large line segment. Remember,
the full roll on the way down must be centered, and you must have
enough time to show a line segment both before and after the roll. I
recommend a segment of at least 600 feet with a 40% aircraft.
Once at the top of the operation, reduce throttle and wait for the
airplane to nearly come to a stop. Then, apply full-rudder input so the
airplane will pivot around its CG. The airplane will rotate and once
headed down, release rudder so a perfect 180° pivot has occurred.
Establish a line segment, perform a full roll in the desired
direction, show another line segment, and then pull out to exit in
upright level flight. Apply throttle, as needed, to keep a constant speed
throughout the stunt.
A pilot’s score is penalized in the following manner: Let’s say that
the roll is centered, the stall turn was perfect, and the radii were the
same. However, there was a 10° over-rotation in the roll. Pilots are
penalized one point per 10º.
The flight path is also examined. If there are strong crosswinds, the
02sig4.QXD_00MSTRPG.QXD 12/16/11 4:45 PM Page 120airplane must be angled into the wind so
that the flight path will be vertical. If not,
points will be deducted at a rate of 1/2
point per 5°. Don’t give away easy points!
If you find that your airplane is
sensitive to control inputs, you may have
too much travel deflection on a given
rate(s) or not enough exponential. Adding
exponential softens the feel around a
neutral stick position by giving a smaller
response. However, maximum travel can
be obtained near extreme stick positions.
You must use positive (+) values for
JR radios and negative (-) values for
Futaba systems, to obtain the same type of
exponential. Always consult your system
manufacturer to determine which value is
best for you.
I recommend that you start off with
roughly 20% exponential on the aileron
and elevator surfaces, and approximately
35% on the rudder. Use roughly 15° of
aileron deflection, 12° of elevator
deflection, and nearly 45° of rudder
deflection. You will need more rudder
input to rotate throughout the maneuver
and perform the stall turn. However, too
much deflection on other control surfaces
may make precision difficult.
Aside from being a great pilot, it is also
wise to understand how various moves are
tabulated. It is important to understand the
patterns you are flying and how each
component of a given exercise adds
difficulty—such as this month’s
maneuver, which is taking a stall turn and
adding a roll to it on the downline.
In addition, you also learned how to
perform the maneuver of the month, and a
few key flight tips that will help you on
the flightline. Now, get out and start
practicing, but more importantly, always
remember to have fun! MA
