Thanks for the info

Dont forget to PITCH!! YOU GOTTA PITCH!! GOT IT.. THE PITCH!

-- You have not explained what is a very important part of snap roll - an Autorotation(!) or asymmetry of lift between inner and outer wings, which is supposed to be a driving force of the Snap Roll, not your ailerons. In fact you will get penalized if roll is driven by ailerons, instead of rudder: B.9.27.4. Throughout the flick the roll must be driven primarily by the rudder, and autorotation must be seen to continue. This can best be confirmed by the observed conical motion of the fuselage longitudinal axis, the largest displacement being at the tail which is furthest from the C of G. This should not be confused with the spiral motion of a tight barrel roll, wherein the centre of gravity of the aeroplane more noticeably follows a spiral flight path. However, the rate of rotation and the angle, relative to the flight path, of the conical fuselage rotation may vary between aircraft types, much as each type of aircraft has different spin characteristics. For all aircraft types, the criteria for stopping the flick roll are the same: autorotation must stop at the desired extent of roll, followed immediately by adoption of the attitude or flight path that conforms to the requirements of the underlying figure. A non-looping flight path that is displaced parallel to that prior to the flick is normal, and should not be downgraded. Downgrades for errors in the extent of rotation or the following flight path or attitude are penalised at the normal rate of one (1) point per five (5) degrees of error. Also in regard to your Barrel Roll performed at 1:38 - Aircraft travel through a Snap Roll have to be conical trajectory, instead of spiral/helical motion of a tight barrel roll: B.9.27.5. Flick rolls must be observed very carefully to ensure that the rotation is driven throughout by asymmetry in air flow induced by continued rudder application and that the competitor is not "aileroning" the aircraft around its longitudinal axis and thus without the conical fuselage motion. The movement of the aircraft's nose or tail departing the flight path prior to autorotation is a good clue to proper initiation of a flick roll, and conical motion of the tail is indicative that autorotation is continuing. A common error is for the aircraft initially to autorotate but to not stay in autorotation until the end of the figure, the roll becoming driven substantially by application of aileron; in this case a deduction of one (1) point for each five (5) degrees of rotation remaining when the autorotation ceases must be made. If autorotation ends with more than 45 degrees of rotation remaining, even if the roll is completed with aileron, the flick roll is awarded a numerical zero (0.0).

I forgot my binoculars.