Adam, I knew I liked you immediately for SOME reason. The Twist IS a challenge, but once you handle it, it just gets better. I think the wind helped me learn hovering--and we have a lot of wind here. I don't know why but my first long hovers were going across the sky with the wind, sometimes rising a bit (I don't mind cheating now and again :-) ).

What you have to look forward to is torque rolls. Just as the bird, hovering, approaches stall and just BEFORE the prop cavitates (meaning it's going down), the bird twists on the fuse axis and the belly comes around. THEN the challenge is to keep it going around, lots of elevator/rudder action, in consort. Whew! I've had just two three-revolution torque rolls (a hundred singles, quite a few doubles)--and in the wind it's something else, because the wind pushes the wing more than the tail feathers. When the belly comes around, elevator and rudder are reversed, so it's anti-intuitive. Your fingers have to learn. Hint: with the belly towards you, push the rudder stick in the direction of correction, direction of correction. The rhyme helps ya remember. One click up or down with the throttle ruins the whole thing. So you use EVERYTHING you've got: eyes, ears, finger instincts, and INSTANT reactions to the plane's movements--and anticipation. If you have to THINK about it, it won't happen. But doing it is glorious--and the 15x6 prop on the 82a can turn that Twist around like a top sometimes, just at the edge of stall. Weird and wunnerful! The O.S. .61 13x5 prop Twist is the one that taught me, though. (That bird is out of action since I burnt out the bat recharging it. Got so hot it ruined the switch connections, put a hole in the canopy, and blackened the ply seat I built for it under the canopy. Yech!)

Torque rolls are the ONLY thing I can do with the Twist that Down can't--so I keep practicing.

Eric, I haven't the experience with flaperons that Tim has, and I'm unfamiliar with the instrument that produced those numbers you quoted, but WE've always been extremely careful of lining up the ailerons with the WING'S trailing edge. Draw a line from the center of the leading edge to the trailing edge. The ailerons OUGHT to be a continuation of that line for the best aerodynamics for the Twist. And a pro flyer, Mike Lucier at Weak Signals, told me that the OUTBOARD line up was more important than the INboard line up. Meaning the aileron tips at the fuse don't have the power that the outside does. Yeah, makes no sense to me either, anti-intuitive because the inboard ends have so much more area, but that's what he said.

Now, you've fudged around with this plane a lot, gas in gas out. It's an obvious question, but have you RE-checked the CG making sure all the fuel is out of the tank? And maybe the bat or something moved. Just an idle question.

By the way, I think it was Down (who swore off dealing with Horizon after the incident) who returned a wing to Horizon because it was bowed and/or twisted--right out of the effing box! That's a definite possibility--and would answer for a NUMBER of your stated problems with that PNP. Check with me in 10 days. I just may have that PNP in house, here. I love a challenge. Then check with Adam, who will, because of all this, ALSO buy that PNP. Ey, Adam?

J