Aces High Bulletin Board
General Forums => Aircraft and Vehicles => Topic started by: MANDO on January 05, 2005, 04:01:47 PM
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is so difficult (or even impossible) to perfom correct hammer heads, tail slides and wingovers in AH? All these moves were pretty common and easy to do in WB and they "seem" very easy to do watching acrobatic flight shows.
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Because the are not very easy, And you can do them in AH.
HiTech
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Lets go with the easiest example, hammer head. I go near vertical as long as I can and then I stop the engine well below stall speed, I have no more representative lift, I have no more thrust. What would the plane do? Go nose down inmediately?
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I'm not one to jump in the ring with the heavyweight champ of the company when it comes to threads regarding his coding but I do have a fair amount of upside down time in airplanes.
The execution of a hammerhead in any airplane is not an easily accomplished task and I assure you if just any joe could do them, they would.
There is a LOT of work put into the maneuver through practice that makes that graceful look, I remember trying my first few torque rolls in a Pitts S2C...I fell out of the sky more times than I can remember. I have forrest gumped my way into several tail slides during this but I am not accomplished to the point that I can do it right every time.
There are a lot of aerodynamic forces acting on the airplane, especially in below stall speed flight requiring lots and lots and lots of attention and coordination to be available at an instant.
Regarding your description of the hammerhead, that isn't how you do it. It's done with power on and is not done 'stopped' in the sky. You can get any number of books about aerobatics and they can do a very good job of helping you along with the process of trying these out in game.
Best advice is to simply avoid the low/slow corners of the flight envelope for a while.
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Todays aerobatic aircraft have monstrous control surfaces and thick airfoils designed for post-stall control. The earlier WWII planes like a6m2, spit mkII, fm2, hurri mkI that are closer to current aerobatic planes are noticeably better at wing-overs and such.
I'm curious if tumbling manuevers like the lomcevak and such were possible with WWII planes?
g00b
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Originally posted by Golfer
Regarding your description of the hammerhead, that isn't how you do it.
I know, but what would happen in that case? inmediate nose down or not?
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Mando: the answere to your questions is , it all depends. In reality it is not a postion you realy want to put an airplane like we are flying in. Nasty departers happen from that position.
And Im envying golfer, realy want to get some pitts time this year.
Next clear day, starting on my rolling circles.
HiTech
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I understand that these nasty departs may be present with engine ON, but what about an almost stopped powerless plane nose up? The speed is too slow to have any effective control surfaces response, you do not have any air flow comming from the propeller. Isnt the weight of the engine going to be mandatory?
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Originally posted by g00b
I'm curious if tumbling manuevers like the lomcevak and such were possible with WWII planes?
g00b
lomcevak, is that the manuever where you fly inverted and proceed to go into continous snaprolls?
if it is, it was easy to do in AW/2/3/M FR arenas
have not tryed it in AH any......
I am no expert on how to do aerobatic manuevers, but when I want to do a hammerhead/wingover, I go straight up vertical, watching hirozon out left side or right, I hold little alieron & rudder to balance my climb and maybe a notch to 3 of flaps as I watch my speed indicator slowly drop to "0" , then kick full rudder either direction
I do same in tail slide except when I reach "0" on my speed indicator I chop throttle to zero and sometimes can backslider her 400 to 1300 before the nose flops around.....can not do this everytime and have had a few tail slides where I did not chop throttle.... I find it alot easier to do these in spits, zekes, and the P38 and F4U or F6f......P38 is most fun
I maybe doing them wrong but anyhow is fun to me.....( I do these in the TA though, very seldom in the MA/CT )
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The weight of the engine realy has no effect in the determination of how the plane will react,(the engine wieght is just included in CG calculations) with out any areodynamic forces the plane will not change attitude in anyway. I.E. the nose will not fall down.
So as the plane starts to slide back forces will build from all areas. The way in which these forces build is what will determine the out come.
HiTech
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Then lets talk about an arrow being shot vertically. At the zenit, the unpowered arrow will nose down and will fall pointing down.
I understand that in the unpowered climb the CG has moved well backwards as the speed decreases well below stall speed. If you are perfectly vertical, the plane should go backwards until the speed is enough to deviate the angle. At this point, the mass of the forward (relative to the geometrical center) part of the plane will generate a force greater than the backward of the plane. The forward of the plane will have less problems against the drag force opposing to the fall. And, suposedly, the plane will end nosedown.
Isnt that working this way?
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MANDO: Your close but not quite with an arrow discription.
Gravity (i.e. what you are calling mass) is continualy producing a force on the arrow, this is then creating an acceleration that is = at all points of the arrow. I.E. it is not casuing the arrow to flip, or rotate.
As the arrow starts backwards the feathers are producing lift and drag forces. Because these forces are behind the center of mass they end up creating a torque that then rotates the arrow down.
But the key is, untill the force on the freathers occurs no change in rotational speed happens. So if you took away all the air and shot the arrow up, it would just fall down backwards.
Now in some cases a plane will end up like an arrow, but a plane also has a big wing right in its middle along with a prop spinning.
How it ends up you hope is nose down, but a plane can end up in a spin on it's back or front.
Btw tail slides are one manuver I don't even think about doing in my RV. Things like flaps and other controls can be effected very badly in sliding backwards.
Hammer heads on the other hand are my favorite manuver.
HiTech
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I knew a guy who performed a wing-over in a DC-4, full of passengers!
Reason: Avoiding collision with a mountain.
The lucky thing was he was a WW2 veteran, and had practiced hammerheads quite much.
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The P47 Hammerheads great in AH.
If you don't know how to do them they are not easy to figure out.
The most important part of a good HH starts with your upline. If you are asking what is the upline... The uppline starts the moment you pull vertical till you run out of momentum at the top.
As soon you pull vertical look at your wing tips and make sure they are even on the horizon giving you a nice strait line, if you are cocked one way or another, from the ground, the plane will look like it is sliding left or right instead of looking like you are going strait up.
Once you have established a nice upline hold it until you have lost most of your momentum. As you reach this point you will need to push forward on the stick a little to keep from falling on your back. Then kick hard left rudder and add right aileron. When the nose comes around you will need to stop the pendulum swing with opposite rudder at the bottom. Hold your down line and away you go.
If you have MSFS you can try a double hammer, as you pass through the first quarter of your HH, jam the stick forward and you will wrench around one more time. I have done it in MSFS in an S2B that I found on the net. Very cool.
I am hopefully going to get 20 hours in a real S2B come March so hopefully I will know what it's like for real eventually. :D
As for how well they are modeled the only thing I can say is it is better than AHI and as good as MSFS.
For a lumchavok, you pull into a hammerhead, and then near the top you push full forward with full left ailerons, and hit the right rudder. Once things look normal again, you recover. I have not been able to do these that well with the WWII planes but in MSFS in an Extra or Pitts they come out nice.
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Originally posted by TequilaChaser
lomcevak, is that the manuever where you fly inverted and proceed to go into continous snaprolls?
Lomcevak works on the principle of gyroscopic precession. You essentially tumble the aircraft around the prop once the precession has started. Requires a very large prop on a relatively small airframe. Not sure if the prop to frame ratio of the WWII fighters would work. Extra, and Sukoi unlimited class aeros are good at it. Not sure if it would work in a Pitts. I've done them in an Extra 300.
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Not sure if it would work in a Pitts. I've done them in an Extra 300.
Yeah they are doable in a pitts. Can't wait! lol.
Lucky bastig with Extra time!!!!
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Originally posted by mars01
Yeah they are doable in a pitts. Can't wait! lol.
Lucky bastig with Extra time!!!!
Expensive ride, but worth every penny. Here's a link to the guys I flew with that has a description and video of the maneuver.
http://www.fightercombat.com/vid_03Sep04.htm
If I can ever afford it, I'd like to get enough training to compete. I'll be going back there late this year or early next year for recurrent training on emergency maneuvers.
I should get off my butt one of these days and add some clips from the inflight vids of my flights to my website.
Let me know how it goes in the Pitts.
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If i had a working scanner i'd post me with an Extra-200. FUN airplane. It was the line service staff's duty and god given right to beg for airplane rides when the annual Ohio Aerobatic Open came to town in Columbus.
I was stacking a hangar when a guy pulled his extra 200 to the front of the hangar and let it run. I went over and asked if he needed any help...he was running the engine to recharge the battery (his wife had accidentally turned off the alternator during the flight from chicago) and I said "if you're going to just run the engine how about a ride?" I got into the parachute strapped in and away we went to salvage the last 20 minutes of daylight (Day VFR only airplane). Did my first hammerhead, loop and point rolls in that airplane. It's logged in the first page of my logbook... Extra 200, 0.5 hrs, Aerobatic Intro. I was a student pilot with about 5 hrs total time then...and I still remember that flight!
Anyone wanna donate an Extra 200 to me? Rides for the AH community on the house!
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If I can ever afford it, I'd like to get enough training to compete. I'll be going back there late this year or early next year for recurrent training on emergency maneuvers.
Yeah rgr that same here. I have been looking at getting an Eagle or S2B to compete but need at least 25 hours in type just to get moderately affordable insurance. Fingers crossed. :D
Good Luck to you too.
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Actually with Fw190D9, I perform pretty good HH in the following way:
1 - start the zoom up and keep both wingtips at the same distance of the horizon.
2 - Once near stall, try to be sure that the plane is not rolling neither yawing at all. If not possible, try to minimize these rotations.
4 - Cut engine and dont touch any control until nose drops.
5 - Start engine while the nose is falling below the horizon.
This method results in a nasty flotating effect with 110G and some other planes. With 190A8 the umpowered reversal is slower than with D9.
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Turn your engine off?
I suspect if I told told you in my words how to do a hammerhead you would want to argue about it. So here is an old thread in which Andy Bush descrides how to do a perfect left hammerhead (clockwise rotating engine).
Let's put aside the question of whether or not the hammerhead is tactically sound and just deal with the mechanics of how it is flown.
First, the usual statement that what applies to real life may or may not apply to a sim...it all depends on how "realistically" the sim flight model is programmed.
Putting that aside also, now let's consider what is going on when we try to fly this maneuver. The hammerhead is not your "normal" aerobatic maneuver in the sense that you can just point the aircraft where you want it and expect everything to work out more or less as expected. This is especially true of prop driven aircraft.
In a prop aircraft, two forces are acting on the aircraft and must be accounted for. One is engine gyroscopic precession...this produces something that is often called "torque". The second is the effect of the prop driven airflow ("propwash") on the aircraft itself. These two forces produce distinctly different results and depend on which way the prop rotates. When you choose which fighter you want to fly, make sure you note which way the prop rotates. Most US, Brit, and German engines rotate clockwise.
Let's take propwash first. A clockwise rotating engine will produce a propwash that will try to push (yaw) the nose LEFT. This is a main reason why we need right rudder when taking off. It will be much easier to yaw the plane left than to the right for a clockwise rotating engine.
Now, gyro precession. This effect produces a pitch movement when yaw is applied to the aircraft. For a clockwise rotating engine, left yaw cause the nose to pitch UP...right yaw causes the aircraft to pitch down.
One more thing happens in a hammerhead that is not usually seen in other maneuvers...the wings produce different amounts of lift. In a hammerhead, one wing is going "down", and the other is going "up". The "up" going wing produces more lift than the other wing. This creates a tendency to roll and must be corrected for in the hammerhead to keep the plane from rolling over on to its "back".
All right! Back to the maneuver! Tactically, I suggest that you not pull the power off when starting the climb. The idea here is to gain or maintain vertical separation on the bandit chasing you. Pulling the power off is contrary to maintaining this separation.
Next, you want to fly a vertical flight path. To do this, once you have the nose pointed straight up, you are going to have to unload your G to zero...otherwise you will pitch over on your back. Holding G in our sims is hard since we can't "feel" the seat pressures. Sometimes an external view that allows you to see the horizon helps you maintain your vertical attitude. Either that, or set the time at 12:00 noon and fly at the sun!
Then fly that attitude until below 100mph...that's just technique and will keep you from beginning the maneuver too soon.
Now you are ready to begin the maneuver. The hammerhead is flown as a three part maneuver. Step one, then step two, then step three. NOT a simultaneous maneuver!
Step one is to use rudder to yaw the aircraft in the desired direction. Which direction? The one that your engine rotation propwash makes easiest...for most planes, LEFT! How much rudder? All of it. How do you put the rudder in? Smoothly and quickly...BUT DO NOT "KICK" THE RUDDER PEDAL!!! This is a common expression and is pure BS...there is no maneuver flown where the pilot "kicks" anything! Push the rudder completely forward to the stop aggressively. This should start the aircraft into a yawing motion.
Step two is to use aileron to counter the tendency of the "up" wing to try to roll you over on your back. How much aileron to use? All of it. How should you put it in? Smoothly and aggressvely, but do not slam the stick sideways!
Step three is to use pitch (stick pressure) to offset gyroscopic precession. Which way do you move the stick? Depends on engine rotation direction! Let's stick with our clockwise rotating engine! Forward (nose down) for a left hammerhead...backstick (nose up) for a right hammerhead.
OK. Here it is for a clockwise rotating engine and a left hammerhead:
1. Push and hold full left rudder.
2. Push and hold full right aileron.
3. Then a little bit of forward stick as needed to prevent any pitching movement.
4. Hold these controls in until you approach about 45 degrees from straight down. Then smoothly reverse the rudder completely...in a left hammerhead, you now want to go full right rudder to stop the yaw as you reach a vertical attitude. Once the rudder is reversed, then neutralize your pitch input as you also neutralize your aileron.
Whew!!
Give it a shot and see how it works out!
From this thread in which you even made a post:
http://www.hitechcreations.com/forums/showthread.php?s=&threadid=43439&highlight=hammerhead
I haven't played AH in a while but back in AH1 after reading the thread I linked I practicedoffline and was able to pull off just what Andy descrides in the G2, G6, A5, A8 and D9.
I recently looked up that thread to refresh myself for doing them in FB/AEp/PF.
In AH remember to turn off ccombat trim.
What you described in your last post isn't a hammerhead.
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If I knew you guys about 4 years back I had a Pitts magnum 500 HP four bladed black max props, constant speed with inverted fuel and oil. Oh a smoker also. It was all black with orange and yellow to purple flams all around. My friends flew it for gas and maintenace help.
Then I sold it to a guy he was trying to do a lomcevak and sheared the crankshaft. He came out of it inverted about 20 ft off the ground and rolled it level and flew it into a T-Hanger between a Cherokee 6 and a BE-55. He hit the back off the left side of the hanger and clean off all the jugs from the left side of the engine, and left wings. Then stopped on the back wall while the tail went the right, crushing the right wings, only to shear of the tail on the right side of the hanger. It was a nice parking job to be able to walk away from it.
Straiga
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Originally posted by Straiga
If I knew you guys about 4 years back I had a Pitts magnum 500 HP four bladed black max props, constant speed with inverted fuel and oil. Oh a smoker also. It was all black with orange and yellow to purple flams all around. My friends flew it for gas and maintenace help.
Then I sold it to a guy he was trying to do a lomcevak and sheared the crankshaft. He came out of it inverted about 20 ft off the ground and rolled it level and flew it into a T-Hanger between a Cherokee 6 and a BE-55. He hit the back off the left side of the hanger and clean off all the jugs from the left side of the engine, and left wings. Then stopped on the back wall while the tail went the right, crushing the right wings, only to shear of the tail on the right side of the hanger. It was a nice parking job to be able to walk away from it.
Straiga
At least he was kind enough to save you the trouble of worrying over the cost of your next annual.
Straiga-Do you have any electronic format information on the King Air 350...I'm googling my brains out and can't find anything reliable. I put in for a FO job in a 350 for a real estate developer and have what I think is a good shot at it and it couldn't hurt to brush up on anything. I've got all the BE10 stuff I could dream of, but I've never even so much as fueled a 350.
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Then how about this one?
When you fly the Ta152H-1 into a most straight vertical, after the apex of the climb where the plane meets the stall, the Ta starts to tailslide straight down.
During this phase, the controls fail to respond, and the plane decends like a crucifix falling from heaven. I have to turn the engine off, and sort of yank the stick around to 'destabilize' the plane from the cruciform so it wobbles around, and somehow gets the nose downwards. If left untouched, the plane does not correct itself, and the plane falls as if to plant a cross at Golgotha.
Can a prop plane fall from the sky like that??
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All I have on disk is the B-767-300ER, CPT and systems and Pegasus GFMS. I also have the DC-10-10 and -30 CPT and systems and the HT-9100 GFMS. All I have in the way of King Airs are the manuals I get from company. But I would probable be able to get you a 350 manual from SIMCOM in Scottsdale Az. for about $250 to $350. You have to go to these places in order to get the books or they think you are Osama if they dont know you.
E-mail me
Straiga
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Originally posted by Wotan
What you described in your last post isn't a hammerhead.
You can argue about the procedure, but with D9 the effect is a perfect hammer head. With engine on I got nasty effects 2 of every 3 times.
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Originally posted by Kweassa
During this phase, the controls fail to respond, and the plane decends like a crucifix falling from heaven.
Propwash should be enough to make your rudder effective to "exit" (''destabilize') your pure vertical fall.
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If I knew you guys about 4 years back I had a Pitts magnum 500 HP four bladed black max props, constant speed with inverted fuel and oil. Oh a smoker also. It was all black with orange and yellow to purple flams all around. My friends flew it for gas and maintenace help.
Then I sold it to a guy he was trying to do a lomcevak and sheared the crankshaft. He came out of it inverted about 20 ft off the ground and rolled it level and flew it into a T-Hanger between a Cherokee 6 and a BE-55. He hit the back off the left side of the hanger and clean off all the jugs from the left side of the engine, and left wings. Then stopped on the back wall while the tail went the right, crushing the right wings, only to shear of the tail on the right side of the hanger. It was a nice parking job to be able to walk away from it.
Wow 500 HP on a Pitts that must have been sick. What motor? I'm suprised with the 4 blade he still sheared the crank, total bummer. Did you compete at all?
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You can argue about the procedure, but with D9 the effect is a perfect hammer head. With engine on I got nasty effects 2 of every 3 times.
Not sure about the D9, but I have noticed that I can not do hammer heads in the Extra with full power in MSFS. I pull the power about half way not completely back.
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You don't shut down your engine during any aerobatic maneuver unless you're Bob Hoover. You're not.
During a hammerhead, the airplane does not "fall" onto its side, but it is flown around the apogee of the upline. I think that is where your biggest misconception lies. It may 'look' like the way a hammerhead should look to you...but it's not. A real hammerhead is done going Vwaytoofast and a manyG pull into the upline. Ride it up until you're out of indicated airspeed and its Left rudder, right aileron and forward elevator smoothly and in that order (it ony takes a second to have all the controls where they need to be) and WHEEEEE around you go.
Tail slides in any airplane in game aren't really any big deal, torque rolls are fun. The 'correct' and 'perfect' hammerhead have eluded me for the entire time i've been playing flight games and sims. The modeling just isn't there. I can only imagine how difficult it would be to run all the aerodynamic tests on each airplane and then figure out how to program the way this that and everything else need to be. Each maneuver is never the same.
A fellow I worked for/Squaddie/Aerobatic champ had an S1C pitts with the little 180 hp motor...modified. Put out in excess of 350hp. Huge carb, different camshaft, wicked high compression ect ect...he's an IA and did all the work himself...never got to see it fly but did see a photo and heard the stories, over and over and over and over.
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Originally posted by MANDO
You can argue about the procedure, but with D9 the effect is a perfect hammer head. With engine on I got nasty effects 2 of every 3 times.
Simply reversing direction isnt a 'hammerhead'.
If what you are doing is flying up until you run out of energy then falling back down then thats not a hammerhead.
Read what golfer is telling you:
During a hammerhead, the airplane does not "fall" onto its side, but it is flown around the apogee of the upline.
Read what Andy Bush describes. Then read what HT is telling you. A hammerhead isn't an easy maneuver and it will damn near impossible in AH with combat trim on.
Your question in this post was:
[why] is so difficult (or even impossible) to perfom correct hammer heads
Based on what you decribe as a 'hammerhead' makes it clear that you don't know what one is to begin with.
Just reversing is not a 'hammerhead'...
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Make you a deal MANDO: come down to dallas I'll teach you how to do the real thing.
Btw that also goes for anyone else who happens to be in the area on a nice day.
HiTech
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Originally posted by hitech
Make you a deal MANDO: come down to dallas I'll teach you how to do the real thing.
Btw that also goes for anyone else who happens to be in the area on a nice day.
HiTech
Hey I live in Dallas, I'm here on every nice day.. :aok
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Interesting.
I find in AH backing off the throttle at the apogee and adding power back in as the nose comes around helps increase the rate at which the nose returns to target line. As long as your above stall speed the drag helps increase turn rate.
I don't cut throttle but rather back off and add it back in. I will even hit wep once the aircraft is back in the dive.
Am I wrong?
Crumpp
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In the G-10 in AH1 I had to pull the power back to about 50% or so. But this was steady back until 45 degrees then back up, no wep though. In the G-6 and G-2 I didn't touch the throttle.
I don't know about AH2 since I haven't tried it.
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Make you a deal MANDO: come down to dallas I'll teach you how to do the real thing.
Btw that also goes for anyone else who happens to be in the area on a nice day.
First time I ever wished I was in Texas 8).
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Mars01
It had a Lycoming Textron IGSO-540 Fuel Injected Supercharged. It had a 35 ft takeoff run. Its was an engine with a seat attached to it, you didnt need the wings. It was totally out there.
The crank broke at the number 1 jug journel.
I did compete but not offen, When I was younger. Thats a tough road follow.
Straiga
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Wotan,
today i got my simpeds, finally i have back rudder control.
Tried to hammerhead the D9 both offline and online, using the method you posted here.
Outcome is an inevitable spin. Once the plane is down to 120-100 mph and you put in the rudder, the plane stalls violently, also the induced roll movement through the rudder use, cannot be countered by aileron.
As the only other "Flightsim" i currently have on HDD is WW2Online, i tried out a couple of HHs there and it work.
Most were not really "clean" and for an airshow i would have to train a bit, but atleast the plane acted as expected.
Also i noticed it is much easier to maintain the right amount of forward pressure in WW2OL to go straight up, something atm almost inpossible for me in AH2.
EDIT: Just practised a bit more. Could not get the D9 to go over the wing. Look at it from outside and it seemed like the nose would not drop more than 45-60° to the side, but than suddenly it stays that way and stalls.
Once the D9 fell back (nose still up) through the smoke about 30m and than suddenly snaped around it's nose and went down.
Even tried to initiated the HH at a somewhat higher speed, but again, no nose drop.
Than i went to the hangar and took a P51 up. Was pretty tough to get P51 going straight up, because the elevator felt slow to react and the it had a tendeny to drop over the head. But finally i managed it and got her to hammerhead. No perfect ones, but atleast the P51 would go over the wing entirely. (Note: P51's AUX tank was empty).
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Hiya Naudet,
I haven't flown much of AH2. I did the betas and the first 2 tours but dropped my AH account. I mostly flew the G-6 during this time. I can't claim to know about doing hammerheads in AH2, especially in the D-9.
I remember from AH1 to make sure CT is off and neutralize trim.
Last night I was flying in FB/AEP/PF in a Ta-152H-0 and we were met at 7000m by 6 P-51s on the War clouds server. After dancing a bit we killed 2 of the 51s and split the others up.
I dove down on a P-51 at 6500m but missed and another 51 slipped in behind me. I was much faster and climbed into vertical.. He pulled up and sprayed like P-51 pilots do in all sims but stalled out and mushed over. I tried to hammerhead back down but got into a vicious spin and fell all the way down to 2000m before I recovered.
I hit MW-50 and fire walled the throttle and escaped.
I may re-install Ah-2 and give a try and see if I can do it them in the Ah2 D-9.
While you are flying around Ah in the D-9 check out my JG-2 D-9 skin (listed as by Batz).
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Hehe, i'm actually waiting for someone to do a JV44 Platzschutzstaffel Skin for the D9. Sadly i am not familar enough with PSP to do it myself.
Wota, i remember that using this procedure i were able to HH in AH1, in FA3, IL2:Fb and WW2OL.
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A Platzschutzstaffel skin in AH2 is currenlty impossible to do correctly due to the stretching and mirroring of the templates.
All the aircraft will eventually be updated so that this mirroring and stretching will be gone (like the Ki-84). Until then I wouldn't expect a Platzschutzstaffel skin. The underside red / white stripping is impossible.
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I just got finished recording a film using a P-51D and A6M5 and nearly pulling off a hammerhead.
There are a few that could legitimately be called hammer heads, though each time (because the airplanes are not specifically designed for aerobatics) I ran out of one control or another.
I need someone to host the film, please email me (nemypoo@aol.com) and I will send the film
Thanks
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Originally posted by MANDO
Actually with Fw190D9, I perform pretty good HH in the following way:
1 - start the zoom up and keep both wingtips at the same distance of the horizon.
2 - Once near stall, try to be sure that the plane is not rolling neither yawing at all. If not possible, try to minimize these rotations.
4 - Cut engine and dont touch any control until nose drops.
5 - Start engine while the nose is falling below the horizon.
This method results in a nasty flotating effect with 110G and some other planes. With 190A8 the umpowered reversal is slower than with D9.
This is not a hammerhead.
The correct way to execute a hammerhead is, as noted by Wotan/Andy Bush (I saw after I typed the description below so I'm leaving it in):
1. Zoom into a vertical climb with forward stick to remain at zero g.
2. Keep engine at medium to high power (engine power is needed to provide prop wash over rudder to maintain control effectiveness)
3. At low speed apply full rudder in desired direction (prop wash will keep rudder effective), full aileron opposite to rudder and hold forward stick.
4. Relax the controls as you are approach vertical nose down
5. Pull out of dive.
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Blue Mako,
do you mean that the procedure is not the correct one? or that the end result is not a hammer head?
The question here is not how to execute correct hammer-heads in real planes, but in AH2 planes. Following the engine-off procedure I got far better results than with Wotan procedure.
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MANDO your procedure is NOT a hammerhead. You describe doing a nose over with the engine shut off (or idling).
There is no difference in the procedure for a hammerhead in real aircraft or AH aircraft. Like golfer and HT I have some experience with aerobatics IRL (less time than either though I'm sure) so this is not an empty statement.
Wotan has posted the correct procedure, I was agreeing with it. If you want to do a hammerhead correctly, follow it...
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Again, I made a short film walking through the procedures even pulling off a few hammerheads. It's narrated and I would post it if I could find a host. Please let me know if someone can host it.