Be a Perfectionist

 Moves: (videos down below)

The below information will be written in a customised manner suitable for this flying club and pictures will be available

Formation Flying:

At first the prospect of trying to fly an aircraft in formation can seem a duanting and difficult task. The reality is that it is quite simple if you follow a few basic rules.

The first and in my view most imprtant thing to keeping formation is speed. It is imperitive that the lead aircraft maintain a contanst speed. Once a speed is established it is relatively easy for the other aircraft to match and maintain that speed also. The easiest way for an aircraft bleed speed it to raise and lower the flaps until the desired speed it reached, then it is a matter of adjusting your throttle to hold that speed.

Secondly is altitude. The lead aircraft must maintain a steady altitude and angle of attack, for sevral reasons. Changes in altitude and the angle of attack result in changes in speed. As stated above, speed is the key to holding a formation. This holds true for aircraft following the lead also, everyone must be capable of holding a straight and level flight path to keep formation.

Making turns is probably the most difficult part of formation flying. Yet if done correctly is not that difficult at all. The key to turning in formation is for the lead aircraft to provide warning of a turn being made, and to clearly define what heading he/she is turning to. Turns should be made gently and slowly to allow the following aircraft to maintain position and visual contact.Aileron Rolls
Aileron rolls are flown with the rudder and elevator in the neutral position
during the roll.  The aileron is fully deflected in the direction of the roll.
This is the easiest of the rolls to fly.

The aileron roll is started by pulling the nose up to 20 - 30 degrees above
the horizon.  The elevator is then neutralized and the aileron fully deflected
in the direction of the roll.  The controls are maintained in that position
till the roll is completed.  After the roll is completed the nose is usually
20 - 30 degrees below the horizon

Slow Rolls
Slow rolls have to be flown normally on a straight line (exception is the
avalanche).  The roll rate has to be constant and the longitudinal axis of the
plane has to go straight.  This requires constantly changing rudder and
elevator control inputs throughout the roll. Hesitation or point rolls include
stops at certain roll angles.  The number on the base of the roll symbol
describes the number of points the roll would have if it were a 360 degree
roll.  Allowed are 2 point, 4 point and 8 point rolls.  The fraction on the
arrow of the roll symbol describes what fraction of a full roll is to be
executed. If no points are specified, rolling is done without hesitations.  If
no fraction is specified, a roll symbol that starts at the line specifies a
half roll (see description of the Immelman).  A roll symbol that crosses the
line specifies a full roll (first figure). The second figure shows the symbol
for 2 points of a 4 point roll (adding up to half a roll) from upright to
inverted flight.

Snap Rolls
Snap or flick rolls also have to be flown normally on a straight line. A snap
roll is similar to a horizontal spin.  It is an autorotation with one wing
stalled.  In the regular snap, the plane has to be stalled by applying
positive g forces.  In an outside snap, the plane is stalled by applying
negative g.  In both cases rudder is then used to start autorotation just like
in a spin.

Barrel Roll
The Barrel Roll is a not competition maneuver.  I The barrel roll is a
combination between a loop and a roll.  You complete one loop while completing
one roll at the same time.  The flight path during a barrel roll has the shape
of a horizontal cork screw.  Imagine a big barrel, with the airplanes wheels
rolling along the inside of the barrel in a cork screw path.  During a barrel
roll, the pilot experiences always positive G's.  The maximum is about 2.5 to
3 G, the minimum about 0.5 G.

Turn-around maneuvers
There was a confusion about the difference between a wingover and a hammerhead
turn on the rec.aviation.* newsgroups a while ago.  Here is a description of
the two maneuvers.

Wing Over
The Wing-Over is a competition maneuver in glider aerobatics.  You pull up and
at the same time bank the plane.  When the bank increases past 45 degrees, the
nose will start to drop while the bank keeps increasing and the plane keeps
turning.  Halfway through the maneuver, the plane has turned 90 degrees, the
fuselage is level with the horizon and the bank is 90 degrees.  The plane is
above the original flight path.  The nose then keeps dropping below the
horizon and the plane keeps turning, while the bank is shallowed.  When the
bank drops below 45 degrees, the nose is pulled up towards the horizon and the
plane reaches horizontal flight with wings level after 180 degrees of turn.
At the completion of the maneuver, the plane is at the same altitude as on
entry and flying in the opposite direction.

Hammerhead
It starts with a quarter loop into a vertical climb.  When the plane stops
climbing, it pivots around its vertical axis (which is now horizontal).The
nose moves in a vertical circle from pointing up through the horizon to
pointing down.  After moving vertically down to pick up speed again, the
maneuver is finished with the last quarter of a loop to horizontal flight.
This figure can have optionally rolls on both the up-line and the down-line.

The quarter loop is flown just like the first part of a loop.  When the plane
is vertical, the elevator backpressure is released completely.  During the
vertical line up, some right aileron and right rudder is needed to maintain
the vertical attitude because of the engine torque and p-factor.  When the
plane has slowed enough, full rudder initiates the turnaround.  It is followed
by right-forward stick (right aileron and forward elevator) to keep the plane
from torquing off.  The pivot is stopped with opposite rudder when the nose
points straight down.  When the pivot is completed, the ailerons and rudder
are neutralized.  Elevator and rudder are used to keep the nose pointing
straight down.  Thee pivot must be completed within one wingspan.  Rolls on
the downline require only aileron input if the plane is trimmed correctly.

This maneuver is sometimes called a hammerhead stall. This is not an accurate
name because the airplane never stalls.  The airspeed may be very low, close
to zero, but since there is now wingloading during the turn-around, there is
no stall (at zero g wing loading, a wing does not stall).  The plane is flying
throughout the maneuver with all the control surfaces effective (even
sometimes only marginally so).

The previous paragraph is true even for gliders that don't have the support of
the propeller slip stream.  The missing slip stream makes it much more
difficult to keep some flow over the control surfaces during the turn-around
in a glider.

And you can also try the following for more of a challenge:

The Aerobatics Box
==================

The aerobatics box is the area in which aerobatics competitions take place.
The competitor has to stay within the lateral limits of the box and within the
height limits.  During competition there are boundary judges in place that
determine when a competitor leaves the box.  Boundary infringement penalties
subtracted from the score in such cases.  The dimensions of the aerobatics
box are as follows:

Lower limits:
-------------

1500' AGL: Basic and Sportsman Categories
1200' AGL: Intermediate
800' AGL: Advanced
328' (100m) AGL: Unlimited

Upper limits:
-------------

3280' (1000m) AGL: Unlimited
3500' AGL: All Others

Lateral dimensions:
-------------------

3300' x 3300' centered on the judges line.

The lower limits of the box are, for safety reasons, strictly enforced.

References:

http://www.faqs.org/faqs/aviation/aerobatics-faq/

http://www.jg53.com/html/structure/formation.htm