912 uls vs Viking HF110

[SkyPirate]

you got me ha ha my anaology might have been a bit "unthought" ,..we are also talking 3g loads,..with the 912 going straight up it's only 1 to 1.5 g unless you mount jatos's to the struts

[Slyfox]

you only have a small window and poof, the momentum is done, time to push the stick forward.

[SkyPirate]

na ,..left rudder pull back a little more on the stick and a little left aeleron ,.yeehaaa~!!!

[Slyfox]

na ,..left rudder pull back a little more on the stick and a little left aeleron ,.yeehaaa~!!!

I don't do that

[DesertFox6]

Actually, as an aviation-related footnote; unless you're doing a transitional-vectored maneuver, like a loop, Cuban eight or cloverleaf, flying straight up or straight down, (that's 90 degrees from the "horizontal,") requires zero G.

"G required" (without going into all the trig) varies as the sustained pitch attitude: Sustained, level/horizontal, flight requires 1 G while vertical up/down flight requires 0 G, with each sustained pitch angle in between varying accordingly between those two limits. Where the oil winds up is anyone's guess until it appears on your windshield: THEN you'll know for sure!

Seriously though, any engine, 912, HF110, Honda, Lycoming or McCullough chainsaw, that isn't rigged to sustain fuel or oil pressure under zero G conditions will quickly eliminate itself from your cross-check needs, thus allowing you to concentrate exclusively on your stick and rudder skills!

"E.T."
(Sold on 912s for all the right reasons already mentioned!)