and was thinking about the need for fwd stick and when to apply it.
There's a well-known aerobatic book that says it's "imperative" to apply the rudder, right aileron, and forward stick in a 1-2-3 sequence during the hammer. Well, I guarantee that will mess you up in high-peformance airplanes where the prop torque may require some right aileron before the pivot, and forward stick will need to be applied perfectly simultaneously with the left rudder in order to prevent torquing.
If you're in an airplane with a very slow pivot, and with a low power-to-weight ratio that requires the pivot to be started with a fair amount of vertical speed still remaining (i.e. Stearman or Citabria), applying forward stick simultaneously with the rudder input may cause you to pitch foward off plane due to the fact that the slow pivot, small prop-to-airframe mass ratio, and remaining airspeed cause the forward stick input to be unnecessary (and even error producing) until at some point after the pivot is initiated.
However, in high-performance airplanes like the RV, they will pivot with much less vertical speed, and will be more torque/gyro affected than a low-performing airplane. Here, it will be important to apply forward stick at the right time - either simultaneous with, or an instant after the left rudder input in order to keep the pivot "on-plane". The Pitts S-1S can be pivoted from virtually zero vertical speed, and if the forward stick (and the right amount of it) is not applied perfectly simultaneous with the left rudder, it'll torque every time no matter what you do with the ailerons. Each airplane is slightly different, and you just need to play around with it to see what works best.
It's kinda nice to use the video as a training tool!
Yep, next best thing to good ground critiquing. I've shot a bunch of stuff, and picked up on a lot of little things upon review.
