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No kits for the Charger. Scratch builders are the highest level aviation cowboys. :eek:

I wouldn't bother unless you're doing acro in Colorado. Cooling the cylinders as much as possible is a good thing.

Any half decent pilot can do a low pass at 2 ft. straight down the centerline in zero wind conditions all day.

Don't overthink it. A left rudder spin recovers with right rudder whether it's inverted or upright. Either way you do NOT move the elevator full aft to recover an inverted spin, or push it full forward to recover an upright spin. The real difference between inverted and upright spins is that...

Definitely not. Applying full aft stick to recover an inverted spin will only accelerate the spin and in some airplanes will sufficiently blank the rudder such that the spin will continue even with opposite rudder applied. In other airplanes if you pull the stick full aft and apply opposite...

I don't have direct experience with this technique in the Decathlon, just Decathlon pilot friends who've tried it with various spin modes and reported it works.

If that's the case, lots of pilots have accidentally spun out of hammers in all Pitts models, mostly by kicking early with a little excess airspeed and overdoing the forward elevator input which basically produces a low speed negative vertical snap which positions all three controls perfectly...

I can see that as possible, but only if you don't control the gyroscopic pitch forward by applying aft stick during the pivot, similar to how you control the aft gyroscopic pitch of any normal direction hammerhead with forward stick during the pivot. Russian radial, you'd hammer to the right anyway.

Kimball sold the Model 12 rights a few years ago anyway. He was strictly in the fabrication/design business.

No, Beggs-Mueller involves pulling power off, applying full opposite rudder, and letting go of the stick. Not all airplanes respond to B-M for all spin modes. In his book, Gene Beggs mentions the T-34 and SNJ/T-6 do not recover using this technique, and that the 152 Aerobat and Decathlon have...

There is some reporting that the front seat CFI passenger a was going to "show him (the pilot) a maneuver". I can't verify that, but Beggs-Mueller is alive and well in the acro world among those who are vigilant with emergency spin recovery awareness and training. Though there is another...

They can, easily and quickly. There are four main reasons aerobatic pilots fail to recover spins before hitting the ground. By far the #1 reason is loss of control during a maneuver and failure to recover due to insufficient altitude, training, situational awareness, or any combination of the...

No it's not dangerous if you're flying aerobatics at legal and safe altitudes. And no this won't result in an inverted spin. A loop is a positive G maneuver. If you're really clumsy and mishandle the controls while stalling on top of a loop, it might be possible to spin, but it'll develop into...

Odd and unnecessary. "Burn stuff out of there" is a reference to plug fouling issues. Plugs foul at idle/ground operating RPM with the mixture left too rich. Plugs don't generally foul at any sort of cruise power setting, so it's silly to go to high power in an attempt to burn off non-existent...

Yep, and most of them who have had limited training and coaching want to pull power to idle at the top of a loop as well, even though it's bad technique and completely unnecessary. A little training, practice, and awareness is all that's needed to get past these mental hurdles. It's really not...

I see it differently. It's a catch 22 perception issue. People without experience don't understand the category structure. Those who do understand don't need to be catered to. Every airplane has its limitations. The highest performance biplane in the world won't stand a chance against top...

Thing is you can't really make it a whole lot easier for them than it already is. Those who really want to participate will do it. No amount of coddling those lukewarm on the idea of competing will significantly increase participation.

A stock T is a lot heavier. The 200hp angle valve motor is basically 30 lbs of extra dead weight and the CS prop is also a lot of extra weight. The symmetrical T ailerons do roll faster than S ailerons. I've flown a stock T and you can feel the weight compared to the S-1S. T performance is good...

The C wing is a semi-symmetrical M6 airfoil that requires a little more pitch change for inverted flight compared to the symmetrical S-1S/T wing. It's not that much though, and either way you still have to push a little to fly inverted. You're not really gonna spend time droning around inverted...

The Extra 200 is a bit of an odd duck that was mostly used in euro countries due to certification and lower fuel burn compared to the 300. Rare to see one in the US. But you can buy a Giles 202 for comparable money, which flies circles around the Extra 200. The 200 is real porky for a...