Neil, flaps suggestion cam from Jim, not me.

This thread does sound like the thought process that led to the development of the Acro Advance.

… but if I can help you avoid errors in your logic? “The flaps I suggested aren't for stall modification but for pitch attitude control during aerobatics to keep the aircraft datum horizontal whether erect or inverted for aerobatic competition scoring.” The judging criteria is FLIGHT PATH. The Acro ...

Other than my comments earlier, posting the Gusty articles, and pointing out that the Gusty ailerons are standard Nipper ailerons, this is not a subject of interest to me.

And finally... PS, I think the Gusty was put up for sale a while back but didn't sell (?). Somewhere near Oshkosh...

As promised.

I can't attach PDF files, so this will take three posts... A Nipper is a very affordable aircraft that is capable of basic aerobatics. With a competent pilot and an inverted fuel and oil system, it is able to compete in Intermediate Level competitions. Mine once flew Inverted down the 26-mile length...

Most peps put the CHT prob under the hottest cylinder spark plug; cylinder head #3, top plug.

I stopped looking after finding the first 10 accidents… C/N 3 PH-MED Spun-in during low level aeros, 28/12/64. C/N 5 D-EMIF Crashed during airshow, 14/06/64. Fatal. C/N 12 D-EBUD Crashed during low level ‘demo’ flight, 14/05/60. Fatal. C/N 13 D-EMED Crashed, out of control, 23/05/70. Fatal. C/N14 OO...

I ‘m happy to hear that. If you go through the losses of Nippers you will find the majority cause to be low level aeros. Pilots underestimated the height required to pull out and they usually stall during recovery and hit the ground. I have a bit of a ‘thing’ about external cameras on aircraft too. ...

Not really. Limit are 14.4” to 16.5” aft of datum - please correct me if I’m wrong, but 15.8” aft is well within the permitted range.

Are you suggesting doing aeros in a Nipper within the permitted weight and c of g range will cause problems?

Do tell…

I thought you declared to the AAIB that the c of g was 15.82” aft of the datum [and within permitted aerobatic limits]? Or is it another incident?

In order to make full sense of any replies you may get from others you will need to define your own aircraft equipment fit.

1. Which cylinder temp are you monitoring?
2. Do you have an oil cooler fitted, and what size?

Nothing a set of DC’s can’t sort. I wish you many happy hours of tube bending.

Deleted.

David, after your ownership the aircraft changed hands a few times. I had to replace a lot of poor quality woodwork repairs that had been done after your careful ownership of the aircraft. I think the engine went to a non Nipper owner in Wales for a Taylor Mono? Airframe was sold ‘as-is’ when I got ...