MX Aircraft

Well, it has been an interesting week or so at the MX Aircraft factory, North Wilkesboro, North Carolina USA. The company builds two aircraft, the two-seat MX-2 and the single-seat MXS. The race aircraft, called an MXS-R, is essentially a cosmetic development of the MXS.

The MX2 came first, derived from the Giles G-202, in the early noughties. Then the MXS came along by eliminating the front seat and shortening the fuselage. The power plant used in both models is the parallel-valve IO-540 Lycoming. MXS-R differences that can be seen are a revised cowling with circular inlets. Some also have shortened ailerons by 15-20 inches inboard to decrease roll sensitivity, drag, and improve the lift capability of the wing. Many individual smaller mods can be incorporated at the request of the customer, and as only 10 MXS's have been built thus far, they all tend to be a little different in detail. Once the aircraft is accepted by the customer they typically undergo further non-structural modification and tuning for racing. The aircraft are registered in the Experimental-Exhibition/Air Racing category, and all have been kept on the US N-registry thus far.

The structure is predominantly carbon/epoxy pre-preg vacuum bagged and oven cured. Wet-layup has been almost eliminated, as has e-glass panels, particularly on the race planes. Moulded sections are bonded together with structural adhesive and hard points incorporated for the bolted connections. The design's ultimate load is 24g, and apparently 15g has been experienced in flight! MXS-R VNE=250KTS, VA=180KTS. Continued refinement during construction has resulted in significant weight savings, resulting in MXS-R weights below the RBAR minimum, so teams now have to add ballast.

Obviously the performance of the aircraft is outstanding, but teams are mute when discussing the ultimate figures! S&L speeds in excess of 220KIAS are now common, as are extremely short take-offs. Stall speed is mid-fifties, and 25"MAP/2500rpm yielded ~200KIAS @ 3000ft in Alex McLean's old MXS-R without wheel pants and definitely not in race trim. Controls were powerful while not being unduly sensitive. Roll rate was adequate. The wing was outstanding being very forgiving with no sign of tip-stall despite provocation during rolling circles. Positive snaps were fast and the break rapid at normal speeds. More time would be needed to fully investigate, and exploit, the capabilities of this aircraft.

MX Factory Visit

Well, here I am in North Carolina. While not completely aerobatic related, some comments on the trip over.

I left Sydney at 1525 on a United 747-400 and flew direct to LAX. 13hrs, FL310-FL350. Then switched to an A321 for the LAX-Charlotte leg of 4.5 hours. In the process I crossed an ocean and a continent. The last time I came this way was by C-130E Hercules in 1990. Terry Barker was the Captain and I was a young co-pilot, and the trip was a little different!

The E-model Herc cruised at a stately 280KTAS between the high teens to mid twenties, its 3700shp Allison T56-A7 engines sipping 4000lb of fuel per hour. With 62920lb of fuel, we could go a fair way. But like all aircraft, with an empty weight of near 80,000lb and a peacetime gross of 155,000lb, when loaded with fuel the payload was limited. I flew with fuel fuel and negligible payload just once, Richmond to Cocos Island, 14.something hours (we had a headwind). It's another story, but we were flogging into headwinds down at FL140 when a Gulfstream IV called up going the other way at FL450 with a huge tailwind. Ouch.

Back to the trip East though. First leg was Richmond to Pago pago, American Samoa 7.8hrs. Stay overnight. Then Pago to Hickam Field (aka Honolulu International Airport) 8.4hrs. Rest day in Hawaiii (as you do!). Then Hickam-Travis (just NE of San Francisco) 8.2hrs. Rest day. Then from Hickam across the US to Nova Scotia in Canada (CYZX - the name escapes me, Grrenwood? A P-3/Aurora had a disaster there once). Trip time 8.0hrs. I remember the approach there because it was my leg, we arrived at night and the weather was atrocious. Unfamiliar field, instrument approach, and hills about had my full attention. Rest day, load up, and return. Total flight time 24hrs, compared to 17.5 by Jumbo. Not bad I guess, but I must say doing it by Herc was more of an adventure and a tad more leisurely!

Free Hints

Remember, the following is worth exactly what you paid for it...

It's a new year and many aerobatic competitors will be waxing their machines and making the big decision to move up a category this year. The change in category may well involve the need or desire to fly a Free programme. This will be a new experience for many and will pose some questions as how best to do it?

No matter which category you fly in, some basic principles of Free design apply, if winning is your objective! If your desire is to blow the judges socks off with your aerial artistry and huge cohunas, then you don't need to read any further.

You need to start with the maximum K and number of figures allowed for your category (Sportsman- same K as Known/15 figures, Intermediate - 220K/15 figures, Advanced - 300K/12 figures, Unlimited - 420K/9 figures). From this you can calculate the average K per figure. Then you can start drawing figures that approximate this K value. Why do we do this? How boring!

First up, if you have a sequence that is less than your allowed maximum K, you are giving away points. Second, if you bomb one figure, it's Ok if it is a low K figure. But Murphy is active in aerobatics, so when you fly it won't be...so keep near the average K to minimise the damage. Of course you want to show off your skills and aircraft to advantage, so by all means include figures that you like and fly well.

An excellent guide to Free design is on the IAC Chapter 38 website http://www.iac38.org/sequences/freetips.htm It has lots of good tips that will minimize the risk of failure, so I won't repeat them all here. Have a read and come back.

Again, it appears pretty boring initially, but competitive aerobatics is all about dodging the donuts! You will be surprised, however, at the skill required to design a top-notch Free that meets all the criteria. By all means get some help from senior competitors in the early stages. And get them to vet your efforts so you can refine it with their hard earned experience.

One IAC Chapter 38 tip I don't wholly agree with is starting at Mach 2 with a killer figure. Again, nice if you pull it off, but if you don't it looks real bad. And it will mar the judges' appreciation of the rest of the sequence. Also, if the judges are asleep or a bit slow and miss part of the first figure an 'Average' mark is going to be poor reward for the and risk. I'd suggest starting with a solid conventional figure to get the judges started thinking 'this guy is crisp', and then build on it. The good first impression should then carry over to the rest of your sequence.

Chapter 38's final note on the development of a 'Californian Free - style' is pertinent, and it may fit your Free rather than the conventional centrebox figure and a turnaround figure at each end. Particularly if you have a fast monoplane and fly big figures. A further development of this that I have noted at International competitions are Free sequences that effectively have all the figures centrebox! How can this be? By flying 'N' and Super-eight type figures that include the turnaround in them. Even P-loops can have this characteristic, and no doubt other figures. The sequence can flow from one figure to the next and never take an excursion to the extremities of the box! The French and Russians are particularly adept at this.

Study and collect Frees from competitions you attend. It will help you develop better ones of your own. Remember though that how Frees are judged does vary with region. So this may be a consideration if you are aware of what certain judges like. A simple rule is you don't want to challenge the judges ability to appreciate what they are seeing. This may lead to a simpler and less satisfying Free to fly, but if a judge cannot keep up you probably won't pull a good score. Not all judges are created equal or perfect - cest la vie.

You'll be surprised how by the end of the season your Free will have morphed into something greater than the original, and how you fly it will bear no resemblance to your early attempts! Most of all, remember to enjoy the journey,

Money For Nothing?

Money for Nothing? Dire Straits? What am I so pessimistic about? It's the time of year when AAC memberships fall due, apart from the Vic Chapter which I believe renew in July. So, what are the membership options I mentioned in the previous blog? The NSW Chapter brought in Associate and Corporate Memberships when we changed to an Incorporated Association in 2008.

Corporate Membership is for commercial organisations that wish to be associated with the NSW Chapter and Aerobatics. It is NOT de-facto sponsorship. Flying schools or any commercial organsition may wish to join this way. Membership allows their employees or members to attend and take part in one NSW Chapter event.

Associate Membership currently costs $35 dollars and is aimed at non-flying members, particularly the spouse/partner or family member of an active member. We recognise that not all people want or need full membership, and this is a slightly cheaper option for them. But, significantly, it acknowledges that without the support and assistance of family and friends it would be very difficult to run Club events.

Full Membership of the NSW Chapter is just that. For $38 you join the Chapter, get full voting rights and can participate in all Chapter events, including the annual NSW State Championships. You may also be able to participate in other non-NSW Chapter events, depending on their local rules. You do not have to join the AAC itself.

We can't neglect the option of joining the national AAC organisation. As well as the Chapter fee (NSW-$38, Vic-$35,QLD-$70,SA-%35)there is $50 for AAC subs, $12 for an FAI licence, and if a new member a $25 joining fee. $125 total for a new member joining the NSW Chapter;$100 for a renewing member!

So, what do you get for your money? The larger Chapters provide regular training opportunities where you can get coaching and critique. They may also run judge training and social events to attract new members or entertain old ones. NSW has scheduled three mini-comps amongst the regular monthly training days/weekends at Cowra in addition to the 2010 NSW State Champs. We aim to provide a social focus for members, while also getting valuable training, and also to attract new members so we can grow the sport. That $38 works pretty hard!

2010 Welcome

It's been a quiet time since the 2009 Championships, R & R for aerobatic types until the new season starts. Your committee has been pottering along and those deserving of trophies and plaques should all have had them to put under your tree or in your stocking!

The NSW Annual General Meeting is to be held at 6p.m. on the 5th February (note change of date to 21 Feb)at Bankstown, probably at Red Baron HQ. Details will be advised later, but please keep an hour or so free on the day and come along. We plan a static display of aerobatic aircraft and a presentation on the Sport of Aerobatics aimed at the uninitiated. Watch the website nsw.aerobatics.asn.au
for associated info.

Memberships are also due - go to the website and download the application form from the membership page, or renew at the AGM. I'll write a bit more on membership options soon.

The Giles G-200 pieces are slowly coalescing, and flight should not be far away. Lets all wish and work for a safe and enjoyable 2010.