This is Tony Frackowiak's Funtana.. electric powered in a harrier. Lots of up aileron and elevator.

Yes, thank you Carl Goldberg for the first DT in the 40's

I too remember NASA article when they "rediscovered" the concept. They thought it would be useful for transports landing in war zones. JATO is good for getting back out.

I see Tony's Funtana has the ailerons flipped up-
Man-he is getting as lazy as me - flying these ARFS-

That one demised when the c.g. was moved aft, and at the pull part of a "parachute", the wing broke right at the fuselage side, which is right where the wing joiner ended.
It was a tad heavier than a wet-powered plane though, with a cabin full of Lipos.
Otherwise an impressive plane, but then Tony could make a Wright flier look impressive.

Rojecki's Lipo setup is 10 lbs -on that model and he says it is unreal.
mine with the ROTO 25 gasser was good tho not a rocket - same weight

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Here's Tony today flying one of those itty-bitty foam things.

Aha - here is my latest one and so far the best slow stability planform -
(show it to Tony)
actually -it is a scale Cassut - powered with a 4100 HiMax - 850 Tantic 11.1 v- very strong.
The layout is totally rock free in high alfalfa descents-
My other tapered planform stuf would rock some and tripped out unexpectedly from tailslides - I have two of these and they both fly the same in this respect - so the layout must be a factor.
This is 3.3 aspect ratio - much like a bipe in that it is extremely stable in very tight turns and totally stalled stuff.
I am actually going to use this layout for my free style and sequence IMAC plane.
May look funny but it sure works.

The Ultimate Tony flies has an unusual inverted flat-spin mode.
Once in the manuver, it will do about 2 revolutions, stop, do two more, stop.... without him playing with the controls.
The nose rises, then falls back down at the hesitation.
As the wing is perfectly flat stock, I suspect it's due to a momentary reattachment of flow, possibly a function of the speed loss during rotation.
Seems to me my SIG Ultimate does the same thing, but I don't fly it enough to have that good a handle on it.

Typically -you get that holding -or from trim --a bit too much down elevator (as in tail heavy) - -it then occilates a bit -
so a jerky rotation that tries to actually flip over (under)- has not enough energy settles back into rotation - these little flat foam things -so often derided by others are fascinating to play with.

What is happening is a function of angle of attack, sideslip angle, the angular body rates of pitch, roll and yaw and the moments of inertia. Without a whole lot of equations things like roll rate coupled through an angle of attack can couple into pitch, etc. With the right combination of static aero forces, dynamic derivatives, moments of inertia and angle of attack and sideslip you can get the hesitation in what would otherwise be a steady rotation.

The simplest I have seen is a high angle of attack roll in the F-15. Under some conditions the roll rate starts out nicely big, the sideslip angle build us and the resulting roll due to sideslip actually slows the roll rate and can stop it. Of course a little rudder in the right direction stops the sideslip and the roll is nice.

In spin tests you can see the oscillatory nature of the rates and angles. At times with some airplanes the can become large enough to actually "toss" the airplane out of the spin mode. There probably is a series of aerodynamic force to inertia force relationships that would enable you to predict when this would happen and would be very important when spending millions of dollars.

On our models it would be interesting to tape on some vertical tail area or vary the moments of inertia with wing tip weights to see the airplane response to the variations of moments of inertia, etc. Of course its much easier with a six-degree-of-freedom program and wind tunnel to 90degrees angle of attack and sideslip angle.

yep-
If you plug in a bit too much elevator - you upset the nice momentum and the spin speeds up and the tail tucks even further down till it A--- flips to upright or B ---settles back into the jerky spin.
Bing interested in this one - I found it is much like an upright spin--where you can vary the spin rate by forcing the tail down
Just like an ice skater--
To make the plane better at this maneuver-- add more forward lateral area to fuselage - or
reduce aft lateral area
the stubby bipe is a good setup.