ORIGINAL: 70x7
I'm flying a 4 channel with what I'd describe as an ''average'' dihedral. Barrel rolls seem hard, when the plane rolls, it drops altitude like crazy. In experimenting, the only way I've found to even get through the roll is to give it some down elevator. A left roll, for example, gets ailerons at 10 o'clock. I still lose considerable altitude by the end of the roll. I've even moved the aileron throw to give me maximum response. Am I doing this right? Is it just the dihedral that's fighting me, or am I missing something?
Welcome to aviation: To assist you with your rolls, etc. I will explain a couple points that have been hit on above but think of this. The airplane has a wing providing lift. Wing angle of
attack, (AOA) (not incidence) is one of the main items in the Lift Equation. Airspeed is the major factor in that equation, and both items are controlled by the pilot. Gravity is trying to change your desired position.
The pilot, flying the airplane in straight and level flight has set the factors for that task. The elevator is holding the wing in the proper AOA to establish level flight. Any change of the throttle or the elevator changes the established level flight. Now what happens when you roll is that the previously established upright flight inputs are moving the aircraft to a direction as pulled by those inputs. YOU as the Pilot-in-Command then change those previously established inputs to change the new established situation. Basically, any airplane trimmed for normal upright "war against gravity" will need some elevator inputs during the roll or Gravity wins.
A Barrel Roll is a whole 'nother ball game. It is a roll about some point away in the distance. In USAF's training (many years ago) it was accomplished by establishing a point way in front, at about 20* nose down. Then roll to 90* bank (IIRC) to start a turn then a
rolling turn around the point. At upright level flight you would be to the side the same distance as you started below the point, then continue to a 90* bank the same distance ABOVE the point then to a same distance away when passing the inverted level flight then rolling and pulling down to the original point. Recover to level flight.
There is a continuous change in pitch and roll throughout the maneuver.
So you can't be lazy! HA!
Now who will be the first to visualize those 4 points and tell me which point is where the airplane is at its highest ALTITUDE? Of course you know that it is at the Inverted Level Flight. Drawing the 4 points on paper can fool you. As a flight instructor for 3 years in the USAF T-33 and then 2 years in the T-38,, again many years ago I "been there done that".[8D]
So 70X 7, I hope now you are thinking, "I MAKE this flying machine do WHAT I WANT it to do!"
Best of luck to you.