Eric, I am a bit confused by this. Once the airplane is "capped off level", how do I then "pitch over so the nose is about 20 degrees above the horizon"? Did you mean to say "pitch up so the nose......."?
Would like to go out and give this maneuver a try, but want to be sure I understand what you are saying. Thanks.
Mark, sorry if I'm not clear. It's pretty simple - I just mean returning the airplane to level flight after flying an upline of some sort (45 deg, vertical, etc.). What I meant by the 20 degree nose up attitude, is that if you push over out of an upline back to level flight well below your power off stall speed, then it might take close to a 20 degree nose up attitude to fly at full power at this slow speed. The level fight attitude at very low speed with full power will be significantly nose-high.
For example, for a number of years, the IAC Primary sequence had a 45 upline followed by a 1-turn spin for the first two figures. On the 45 upline, you'll push over at a speed of your choosing to a level flight attitude (all competition figures start and end in a level flight path, ether upright or inverted). If you push over such that you're flying power on at around your power off stall speed, then the actual amount you pushover will be much less than 45 degrees - probably more like 25 degrees so that you're at the correct nose high level attitude for this slow speed before pulling power and spinning. In the Pitts, there's a figure in this year's Advanced Known sequence that involves a vertical up point roll, then pushing level for the line into a spin entry. By the time I push over, I'm indicating just over 40 mph due to the energy expended on the upline. Power off stall is 62 mph. I fly that slow line for a couple seconds, then pull power off and apply rudder and aft stick all at the same time. Instant spin entry.
So, I tried adding and removing the outspin aileron to correct the problem of spiraling out when doing spins to the left, didn't seem to help. Of course my technique could be way off.
Sandifer, where do you fly out of? Maybe we could meet up and you can show me what you are talking about?
Again last night, easy to spin to the right, spins to the left kept spiraling out. Controls on the stops, and I *thought* the aircraft was fully stalled when I put the rudder over, although in retrospect possibly I relaxed the full back stick a little at the top.
This might just be the way your airplane behaves, given the CG at solo acro weights. Don't know. I only have experience flying spins in the RV-3 and RV-6/7, none of which had the issue of spiraling out. I can only suggest changes, but other experienced RV-8 drivers could better comment, since we're getting so aircraft specific. Even different RV-8's can have different characteristics, of course. What effect does a little power have on yours? I'm in the Raleigh, NC area (KTTA), but not sure I could help much on the issue of the airplane spiraling out of a spin, assuming you got the spin to start in the first place.
Regarding your comment about "capping off" an upline. I'm envisioning essentially a Humpty, but instead of going over all the way at the top, just pitching to a slightly nose high attitude then putting in the controls to induce a spin. Am I about right?
If so, what speed to pitch over?
Yep, you got it. There's no magic airspeed - just find what works in your airplane without being so slow as to fall out, but not so fast that you must bleed speed slowing down for the spin. Too many factors to say a speed - depends on the steepness of your line, and how fast you pushover, among other things. The more you fly acro, the less it'll be about flying the "numbers". Most of it you have to do by feel.
Whats a good speed to kick the rudder for a hammerhead in the -8? I've been using high 60's but maybe that's a but too fast?
This really isn't a good maneuver for flying by the numbers either. Do that and you will be kicking too early for a big flyover rather than a nice tight pivot. The RV has enough power that to do a good pivot, your ASI will pretty much have no indication. They just don't work well enough at low speed. I've heard some ASI's in certain Russian acro planes indicate well enough to use the ASI as an indicator for when to pivot. The best way to learn good pivot timing is with the help of a knowledgeable ground critiquer. If you're in the ATL area, hook up with IAC 3. But this subject was discussed a bit here:
http://www.vansairforce.com/community/showthread.php?p=848777#post848777