a. Aerobatics
1) Defined: An intentional maneuver involving an abrupt change in an aircraft’s attitude, intentionally performed spins, or other maneuvers requiring pitch/dive angles greater than 45 degrees, bank angles greater than 60 degrees, or accelerations greater than 2.0 G’s.
2) Experience gained through aerobatic training will increase your confidence and enhance your understanding of practical aerodynamics. Your coordination, timing, and ability to maintain spatial orientation will improve as you learn by flying the aircraft through the various aerobatic maneuvers.
3) The ability to perform aerobatic maneuvers skillfully is in large part due to an innate “sense of feel” which is developed through practical experience. Mechanical execution of the procedures alone will not produce the desired results. The pilot must continually analyze and make control adjustments based upon a constant flow of visual, tactile, and even aural feedback.
b. Anti-G straining maneuver (AGSM)
1) Generally, here
in the training command, the majority of “G” induced loss of consciousness
cases occur during precision aerobatics and are a result of improper AGSM
techniques as well as not anticipating a sudden G-load onset. The
typical G-LOC sequence of progression is as follows:
1) Grayout - peripheral vision is progressively impaired; 2) Blackout
- vision is lost completely; 3) Loss of Consciousness.
a) If G-LOC occurs: It typically lasts for at least 15 seconds, even after G-stress has been removed. Period of mental confusion can last 45 seconds or longer and it may be up to 2-4 minutes before higher cognitive skills are regained. Impairment of piloting skills may last for as long as 30 minutes.
b) Symptoms after consciousness is regained: Disorientation, confusion, stupor (amazement/trance-like), apathy, amnesia of G-LOC episode.
2) There are two components to the recommended AGSM:
a) The first component is continuous and maximum contractions (if necessary) of all skeletal muscles. Tensing of the skeletal muscles reduces the pooling of blood in the +G’s dependent areas of the body (especially the abdomen and legs), retaining or returning the blood to the central circulation and therefore to the heart and subsequently the brain. Tensing the skeletal muscles inherently raises the blood pressure as well.
b) The second component of the AGSM is the respiratory component. It is repeatedly performed at 3 second cycles. The purpose of the respiratory component is to increase the intrathoracic (chest) pressure. Increased chest pressure in the lungs is transmitted to the heart and large arteries in the chest, which in turn increases the driving pressure and blood flow to the brain against the downward +G force.
(1) THE HOOK MANEUVER. Optimum increased chest pressure is achieved by completely closing the glottis. The glottis is located behind the “Adams’s Apple” in the throat. By saying the word “HOOK,” the respiratory tract can be completely closed off at the glottis.
(2) Say the word “HOOK” and catch it about ¾ of the way through the word …”Hoo”. This should be said following a deep inspiration and forcefully closing the glottis as you say “HOOK.”
(3) Bear down maximally for 2.5 to 3.0 seconds. Then rapidly and forcefully exhale by finishing the word HOOK … “ka.” This is followed immediately by the next deep inhalation and again saying “HOOK” catching it about ¾ of the way through the word … “Hoo”.
(4) The exhalation and inhalation phase should last no more than 0.5 to 1.0 second. The chest pressure falls dramatically during the 0.5 to 1.0 second exhalation and inhalation phase. It is important that the respiratory straining not be held too long (5 seconds or more) since this prevents return of blood to the heart.
c) It is also important to anticipate a rapid-onset high +G exposure whenever possible. The skeletal muscles should be tensed prior to the onset of +G with the deep inhalation and “HOOK” initiated instantly as the +G begins (not too early and not too late). Getting behind in initiating the AGSM is a difficult, if not impossible situation to make up without reducing the +G stress.
d) How can we maximize our G-tolerance?
(1) Master the AGSM
(2) Stay in shape
(3) Stay well rested and hydrated
(4) Anticipate G’s
(5) Maintain your straining maneuver as you unload the aircraft
(6) If allowed, perform a few 2 to 3 G turns to warm up
e) Common errors
(1) Tightening the neck muscles. This places pressure on the carotid arteries and decreases blood pressure to the brain.
(2) Not anticipating the G-load and failure to strain on the way down. In order to prevent rapid blood loss to the brain, you should perform the AGSM in both onset and offset.
(3) Over-straining. Only strain as much as you have to in order to prevent early fatigue.
(4) Not coordinating muscle contractions with breathing cycles and under-straining. This prevents adequate circulation and results in a drop in blood pressure.
(5) Holding chest pressure for longer than 3 seconds and taking too long
to breathe. This does not allow the heart to completely refill with
blood; and the longer taken to breathe, the more the blood pressure will
drop.
c. OCF recovery procedures
Recovery from poststall
gyrations and incipient spins (including the reversal phase of the progressive
spin) is accomplished through the prompt, positive neutralization of flight
controls in all axes. Patience and the maintenance of neutral controls
is vital since an immediate aircraft response to neutralizing may not be
apparent to the pilot and cycling the controls or applying anti-spin controls
prematurely can aggravate the aircraft motions and prevent recovery.
Recovery from a steady-state spin by maintaining neutral controls is unlikely.
Consequently, after neutralizing the flight controls, if cockpit indications
are that a steady-state spin has developed, the appropriate anti-spin control
inputs must be made to ensure recovery from the spin.
If an out-of-control condition is encountered, accomplish the following procedures:
1) Positively neutralize controls
2) PCL - IDLE
3) Determine aircraft altitude
WARNING - If recovery from OCF flight cannot be accomplished by 5000’ AGL, BAILOUT.
4) Determine AOA, airspeed, and check turn needle.
If in steady-state spin:
5) Execute spin recovery
technique.
After the aircraft regains
controlled flight:
6) Execute unusual
attitude recovery as appropriate (either NOSE LOW,
NOSE HIGH, or EXTREME NOSE HIGH.
CAUTION - Lower power settings reduce torque effect, restrict onset of rapid airspeed buildup, and enhance controllability. However, departures from controlled flight in close proximity to the ground may require rapid power addition upon OCF recovery.
SPIN RECOVERY CONTROLS
Type of Spin Rudder Longitudinal Stick
Aileron
-------------------------------------------------------------------------------------------------
ERECT FULL OPPOSITE
FORWARD OF NEUTRAL
TURN NEEDLE NEUTRAL
-------------------------------------------------------------------------------------------------
INVERTED FULL OPPOSITE NEUTRAL
NEUTRAL
TURN NEEDLE
-------------------------------------------------------------------------------------------------
d. VFR unusual attitudes (IAW NATOPS)
Recovery from unusual attitudes shall be accomplished as smoothly and expeditiously as possible. To recover from an unusual attitude, the pilot must first determine aircraft attitude by use of visual references. To determine the attitude of the aircraft and thus the proper recovery technique, the pilot should immediately check the position of the nose. While maintaining this attitude, he should check the position of the wings. If inverted, roll in the shortest direction to the upright position and then complete the recovery as follows:
1) Nose Low
a) POWER - IDLE TO MINIMIZE ALTITUDE LOSS AND AIRSPEED BUILDUP.
b) WINGS - Level the wings and center the ball.
c)
PULLOUT - Commence a smooth pullout. DO NOT exceed 24 units
AOA or aircraft G limits (+4.5 G’s up to 280 kts, and -2.3 G’s
up to 220 kts decreasing to -1.0 G’s at 280 kts).
2) Nose High
a)
Using aileron and rudder, roll towards, but not necessarily to
90 degrees angle of bank.
b)
Using bottom rudder, fly the nose of the aircraft through the
horizon.
c) As the nose passes through the horizon, roll wings level.
d)
Once the wings are level, raise the nose as in a nose low
unusual attitude.
3) The instructor will conduct the three C’s for you (transition to aerobatic cruise, complete the aerobatic checklist, and perform 45 degree AOB clearing turns).
4) Limitations. Maximum of 45 degrees nose pitch (up or down), maximum of 60 degree AOB (upright or inverted), airspeed between 100-200 kts, PCL set at aerobatic cruise.
5) Recovery “shall” (meaning it’s mandatory) be accomplished by 5000’
e. Precision landings
A precision landing is simply a FF/NF landing executed with a high degree of precision. Your landings should occur consistently on or near the intended point of landing. By this point in your training, you should be developing the exacting landing techniques and experience which will enable you to execute precision landings consistently.
Procedures:
Fly a normal approach to landing looking for the piano keys. Concentrate on airwork and pattern consistency. Pay particular attention to:
1) Downwind/Abeam Position. Maintain pattern altitude, airspeed of 100 kts and ¾ WTD on downwind. Always commence the approach turn abeam the intended point of landing.
2) 90 Degree Position. Fly a pattern that consistently puts the aircraft over the same point on the ground, at 400’ AGL, when you are at the 90 degree position.
3) Arrival on Straightaway. Fly a pattern that consistently puts you on the straightaway at the same point over the ground. Avoid angling in or overshooting. You should arrive at this point with 85 kts (95 kts NF) airspeed, 1200 feet of straightaway and 100-150’ AGL. The glideslope should be approximately 3.5 degrees down.
4) Directional Alignment on Final. Maintain your aircraft on extended centerline all the way to touchdown. Use the runway centerline as an alignment aid. Scan up and down the runway and avoid fixation. Utilize wing low/top rudder corrections to compensate for any crosswind component.
5) Attitude on Final. Maintain final approach attitude as you approach the intended point of landing. Remember to control rate of descent with power while controlling the airspeed with nose attitude.
6) Transition to Landing. Approaching the point of intended landing, start a gradual transition to the landing attitude. A normal touchdown on the main gear with the aircraft in approximately the same attitude should be made on each landing.
7) Strive for consistency in each pattern. Without consistency in the pattern, there is no basis from which to make corrections. Diving for the deck when high, and holding off when low are not the correct methods of compensating for errors which occur earlier in the approach. If a touchdown is long (beyond the point of intended landing), and the approach pattern is correct, the force of the wind was overestimated and/or the PCL was not reduced early enough in the straightaway, causing the aircraft to “float” up the runway. Also, landing short after a proper approach pattern would be caused by underestimating the force of the wind or reducing the PCL too early or too quickly in the straightaway. It must be remembered, however, that proper airspeed, altitude, and turn must be used in the approach pattern in order to execute a precision approach to a precision landing.
Common errors:
1) Landing “fast” and “flat” due to pointing the nose at the intended point of landing vice correctly coordinating the nose attitude and power adjustments.
2) “Stretching” the
glide and getting slow on final to make the intended point rather than
adding power when first becoming low on the glideslope.
3) Failure to correctly
judge or compensate for ground effect and thereby overshooting the intended
point.
f. Angle-of-attack approaches
The angle of attack (AOA) approach is a descending 180 degrees balanced turn to final followed by a normal landing. During the approach, the optimum AOA is maintained by controlling nose attitude and rate of descent is controlled by power adjustment. Keep 20 units AOA until ready to land, then conduct a normal flare.
You are introduced AOA approached for two primary reasons. One is to simply broaden your exposure to different aspects of aviation. Additionally, AOA landings are commonplace in jet and multi-engine aircraft and are virtually mandatory when used with a visual glideslope indicator during carrier landings.
The angle-of-attack system provides the pilot with accurate AOA related information. After crosschecking with the airspeed indicator, the AOA system is the primary landing approach indicator. The main objective is to display stall margin information for use during precise landing operations. Visual indications of aircraft AOA are presented on the AOA indicators under all flight conditions and may be used as a stall warning. For convenience in controlling airspeed in landing approaches, indicator readings are supplemented by three lights on the AOA indexes that are mounted on the glareshield and operate only when the aircraft is in flight with the landing gear extended or when the AOA test switch is activated. Retracting the gear in flight or actuating the right main gear safety switch on the ground disables the indexer lights. The system automatically adjusts the display for inherent stall angle differences resulting from two basic flap positions (FF/NF). If the AOA indexer fails and you are forced to look at the AOA indicator in the pattern, if the needle is above or below the 3 o’clock position (20 units), your speed is off by greater than 5 kts.
AT OPTIMUM AOA OF 20 UNITS, STALL SPEED IS
APPROXIMATELY 35% LOWER THAN THIS AIRSPEED.
Procedures:
1) Climb toward pattern altitude. AOA approaches will normally be flown after one or more touch-and-go landings. After a touch-and-go, climb out at 90 kts (leave the flaps down) for FF AOA or 100 kts for NF AOA. Climb to pattern altitude.
2) Turn crosswind. Your instructor will judge interval for the crosswind turn. During the turn notify other aircraft in the pattern or tower that you’ll be conducting an AOA approach.
3) Level off at pattern altitude and 100 kts by reducing power to 650-700 ft-lbs (approximately 550 ft-lbs NF).
4) Approaching the upwind numbers, reduce power to 300 ft-lbs and slow to 20 units AOA (approximately 80 kts FF/95 kts NF).
(a)
If flaps are down, a deceleration to 20 units AOA is all that is required.
(b) If flaps are up, lower the flaps (check airspeed below 120 kts.)
Carefully adjust power to
approximately 500 ft-lbs to maintain pattern altitude and adjust nose attitude
to maintain optimum AOA; 20 units on the gauge and an amber doughnut “O”
on the indexer. Maintain 20 units and a ¾ WTD on downwind.
5) Checklist.
Perform the landing checklist prior to 180 position.
6) Abeam the intended point of landing reduce power to approximately 300 ft-lbs (275 ft-lbs NF), lower the nose slightly to maintain 20 units and commence the turn. Your pattern over the ground should be the same as in previous landing but your airspeed will be constant at about 80 kts (95 kts NF). You will probably need less AOB at the lower airspeed. Using the same AOB as in a normal approach would result in too tight a turn.
7) During the approach, scan the AOA indexer, the intended point of landing and the altimeter. Adjust power and attitude as necessary to maintain the proper rate of descent and 20 units. If the green “slow” chevron, “V”, lights up, your AOA is higher than optimum and your airspeed it too slow. To correct, lower the nose slightly. The chevron points in the direction the nose needs to go. Too low a nose attitude results in illumination of the red “fast” chevron indicating less than optimum AOA and excessive airspeed. In this case, the correct response is to raise the nose. Again, all nose attitude adjustments must be coordinated with power to control altitude/rate of descent.
8) Rate of descent should be constant. Vary the AOB and power as necessary to arrive at the proper 90 degree position (20 units AOA, 400 ft AGL FF/NF, perpendicular to the runway). Maintain 20 units AOA through the rest of the turn to final. When you are established on final with 1200-1500 ft of straightaway, maintain 20 units AOA until just prior to the intended point of landing. Transition to a normal flared touchdown at the intended point of landing.
Common errors:
1) Excessive nose
attitude corrections. Scanning the indexer will indicate if you are
not at optimum AOA. A glance at the gauge will show how far from
optimum. Correct only as much as necessary.
2) Failure to coordinate power and attitude changes. Keep in mind that power affects AOA attitude. Remember to control AOA with attitude and rate of descent with power.
3) Using the same AOB as utilized in the higher airspeed NF landings.
g. Inverted flight
Inverted flight is a natural part of many aerobatic maneuvers you will perform during this stage (loops, barrel rolls, etc.). While students will never intentionally fly inverted as a separate maneuver, this demonstration will give you the experience and confidence to handle the T-34C throughout a full range of pitch attitudes. This demonstration will acquaint you with the inverted flight attitude (nose high-not level), feelings of sustained negative G’s (normally -1 G), and proper entry and exit control inputs.
It is imperative that you
tighten your restraint harness to the maximum extend possible (without
cutting off your circulation!) The reason being that regardless of
how tight you think your belts are, once inverted and stabilized, you will
have the sensation of being pull from the aircraft. You will stretch
to the limits of your belts an may feel like you are “hanging in the straps.”
First, RELAX you are not going anywhere. Second, notice the nose
attitude. The T-34C inverted has a relatively high nose attitude
in order to maintain level flight. Reference points that may be used
to keep the aircraft from changing altitude while inverted are:
a)
Front Cockpit - OAT gauge on or about even with the horizon
b) Rear Cockpit - The middle canopy bow on or about even with the
horizon.
Procedures:
1) THREE C’S. Establish the aircraft at 150 kts, clean configuration. Perform the aerobatic checklist. Perform clearing turn and roll out on a suitable section line.
2) Raise the nose to place the exhaust stacks on the horizon and roll the aircraft in either direction using rudder and aileron to the inverted position. Once inverted, neutralize aileron and rudder and utilize slight forward stick pressure to maintain altitude. Immediately note the clock sweep second hand and check the oil pressure. Return to normal flight immediately if oil pressure is not in the normal range.
3) Prior to 15 seconds inverted, utilize coordinated aileron and rudder to roll the aircraft back to the upright flight attitude. Recheck the oil pressure in the normal range.
Common errors:
1) Failure to maintain straight and level flight while inverted.
2) Poor coordination of control inputs during the roll to the inverted and/or upright position.
WARNING - Incorrect application of elevator can result in extreme nose low unusual attitude.
System limitations:
1) Autoignition must be in operation for inverted flight.
2) Maximum inverted flight - 15 secs.
3) Maximum zero G flight - 3 secs.
4) No inverted flight above 220 KIAS. Here’s a good question, WHY? I think it is because, per NATOPS 11.2.1.2, the T-34C has a low roll rate at high airspeeds because of rigging design and control cable stretch. Above 220 KIAS, lateral control forces necessary to roll the T-34C aircraft may become excessive.
5) No inverted spins (intentional)
2. Demonstrate/introduce:
a. Securing restraint harness for aerobatic flight
“SEAT BELT AND SHOULDER HARNESS
LOCKED AND TIGHT” means locked and
tight. As tight as
you can get it without cutting off the
circulation.
b. Aerobatic cruise/Aerobatic checklist/Clearing turns
Aerobatic Cruise:
1) Advance the PCL
to 1,015 ft-lbs (max allowable) and trim for
straight and level. Airspeed should be approximately 180-190 kts.
Aerobatic Checklist:
1) “BILGES CLEAR OF
LOOSE OBJECT, CONTROL LOCK STOWED IN TWO PLACES,
SEAT BELT AND SHOULDER HARNESS LOCKED AND TIGHT, AUTOIGNITION ON
AUTOIGNITION LIGHT ON, ENGINE INSTRUMENTS CHECKED, AEROBATIC
CHECKLIST COMPLETE.”
NOTE - You’ll also want to readjust the friction lock knob a bit tighter to ensure it doesn’t creep in various high G maneuvers.
Clearing Turns:
1) This will allow
you to clear the area in which you are operating. A clearing turn
shall be executed after the aerobatic checklist and immediately prior to
the performance of any aerobatic maneuver. Utilize a minimum of 45
deg AOB and turn for a minimum of 180 degrees of heading change.
Two 90 degree turns in opposite directions will suffice. The direction
of the last clearing turn shall be in the direction in which the maneuver
will be performed. Continue the turn until you have the desired airspeed
and sufficient ground references to maintain orientation during the maneuver.
Remember, 180 degrees of turn is a minimum, not an absolute.
2) If the number of
section lines or ground references is limited, then a teardrop maneuver
is an effective means of performing the clearing turn while positioning
the aircraft for the next maneuver. This may be performed by turning
to place the nose approximately 45 degrees from the section line, timing
for 10-15 seconds, and then turning back to the reciprocal of the original
heading.
c. Loop
The loop is a 360-degree
turn in the vertical plane. During the loop the aircraft is rotated
at a constant rate of pitch about its lateral axis. In this maneuver,
the elevator is the principal control surface utilized. The nose
pitch rate should be constant, but the aft stick force required to obtain
this will vary with airspeed and G loading. Directional control is
maintained using rudder input as the airspeed varies, thereby maintaining
balanced flight.
Procedures:
1) THREE C’S. Transition to aerobatic cruise and complete the aerobatic checklist. Commence a clearing turn. During the last 90 degrees of turn, lower the nose slightly and accelerate to 200 kts. Roll out of the clearing turn on or parallel to a section line with 200 kts. The increased airspeed will require a slight amount of left rudder to maintain balanced flight.
2) Recheck the wings level and clear the airspace above you.
3) NOTE THE ENTRY ALTITUDE. Check and report the entry altitude:
ICS: “ENTRY ALTITUDE IS 7,500 FT”
4) COMMENCE PULL-UP TO OBTAIN 3.5 G’S IN 2-3 SECONDS. AGSM. Commence the AGSM and immediately start a smooth straight pull up accelerating to 3.5 G’s within 2-3 seconds. Do not use aileron.
5) KEEP THE WINGS LEVEL. INCREASE RIGHT RUDDER PRESSURE AS AIRSPEED IS LOST. Recheck the wings level as the nose passes through the horizon. Adjust stick pressure as necessary to keep the nose moving at a constant rate. Increase right rudder pressure as airspeed decreases.
6) TILT HEAD BACK TO FIND THE OPPOSITE HORIZON. RECHECK WINGS LEVEL. Shortly after passing the vertical position, tilt your head back and visually locate the opposite horizon. Correct with aileron as necessary to maintain the wings parallel to the horizon.
7) RUDDER. Check the nose in relation to the section line and correct directional deviations as necessary by adjusting the rudder input.
8) KEEP THE NOSE MOVING AT A CONSTANT RATE (90-100 KIAS). Airspeed will reach its slowest point at the top of the loop. The greatest amount of right rudder input will therefore be required at this point in order to maintain balanced flight. The amount of aft stick force required to maintain a constant nose pitch rate will have decreased significantly from the initial pull up. Maintain positive G loading and wings parallel to the horizon.
9) ALLOW THE NOSE TO FALL ALONG THE SECTION LINE. Allow the nose to fall through the opposite horizon, adjusting the amount of aft stick pressure to maintain a constant pitch rate. Fly the aircraft’s nose along the section line, relaxing right rudder pressure as airspeed is quickly regained.
10) RELAX RUDDER PRESSURE AS AIRSPEED IS REGAINED. Continue to relax right rudder pressure as the airspeed increases in the dive and smoothly increase aft stick pressure as necessary to maintain a constant pitch rate. The recovery will again require approximately 3.5 G’s, to remember to resume the AGSM.
11) SCAN. Quickly scan the altimeter during recovery in order to return to straight and level flight at approximately the same altitude, airspeed, and heading from which the maneuver was initiated.
Common errors:
1) Failure to check and report the altitude prior to entry. It’s hard to recover on the same altitude when you don’t know what it is!
2) Poor directional control caused by failure to maintain balanced flight with the proper amount of right rudder as airspeed is lost and then regained. Poor rudder control is easily detected by checking the alignment of the nose and the section line. Remember that the required rudder input varies as airspeed varies. Almost constant rudder adjustment will be required.
3) Poor directional
control caused by failure to keep the wings parallel to the horizon throughout
the maneuver. The most common tendency by far is to pull the stick
slightly to the right when pulling the nose up during the 3.5 G entry.
Keep the stick centered longitudinally as the entry input is made.
Check and correct the wing attitude often.
4) Poor execution of the initial pull-up with respect to G loading and/or timing. Remember 3.5 G’s in 2-3 seconds. Scan the accelerometer. Excessive G loading and/or loading the aircraft too quickly will cause an excessively rapid deceleration and may result in overstress. Insufficient G loading, or taking too long to obtain the correct acceleration, will deplete the aircraft’s energy state, resulting in a stalled or near stalled condition when approaching the inverted position.
5) Relaxing too much back stick pressure while passing through the inverted position at the top of the loop. This will result in a “floating” sensation. Remember to maintain some positive G loading throughout the entire maneuver. Conversely, failure to relax sufficient backstick pressure over the top will result in excessive AOA and rudder shakers. If this occurs, relax the back stick pressure slightly.
6) Failure to initiate the pull out soon enough during the second half of the loop. This results in excessive airspeed and recovery below the initial altitude.
d. Wingover
The wingover is a 180 degree reversal in the direction of flight accomplished by combining a smooth climbing turn for 90 degrees with a smooth diving turn for 90 degrees. Recovery should be on the same altitude and approximately the same airspeed at which the maneuver was started.
The wingover will develop your ability to smoothly control the aircraft in balanced flight through constantly changing attitudes and airspeeds. The maneuver may be initiated in either direction and is always performed in a series of two. You should therefore complete the series on the same heading that the first wingover was initiated. They can even serve as clearing turns when properly executed.
Once you are able to visualize the pattern, keep your scan primarily outside of the cockpit. Use your instruments only for an occasional reference to crosscheck your sensory impressions.
The rate of roll should be constant throughout the maneuver. The nose always moves at a constant rate in relation to the horizon as it describes arcs, first above and then below the horizon. Remember that turns to the right, torque and slipstream effect must be offset with an increased amount of rudder input than in turns to the left. The pitch and roll rates are relatively slow during the wingover.
Procedures:
1) THREE C’S. Transition to aerobatic cruise and complete the aerobatic checklist. Commence a clearing turn and roll out on or parallel to a section line. Pick a prominent reference point on the horizon 90 degrees to either side of the nose, in the direction you intend to perform the maneuver.
2) COMMENCE ON A SECTION LINE WITH A GOOD 90 DEG REFERENCE POINT.
3) CLEAR ABOVE AND REPORT ALTITUDE. Recheck the wings level and clear the airspace above you. Just prior to entry, check and report the entry altitude:
ICS: “ENTRY ALTITUDE IS 7,500 FT”
4) BEGIN ROLL AS EXHAUST STACKS PASS THE HORIZON. Commence the maneuver by smoothly raising the nose while keeping the wings level. AS the exhaust stacks pass the horizon, start a roll toward the 90 degree checkpoint.
5) 45 DEG NOSE UP, 45 DEG AOB, 45 DEG HEADING CHANGE. Control the pitch and roll rate so as to reach 45 degrees nose up and 45-deg AOB simultaneously. The aircraft’s heading should also have changed approximately 45 degrees at this point.
6) 90 DEG AOB, 90 DEG HEADING CHANGE, 90 KIAS. CHECK 90 DEGREE REFERENCE POINT. Continue to roll toward 90 degrees AOB as the nose inscribes an arcing path downward toward the horizon. Maintain orientation on your outside reference points. Control the pitch and roll rate so as to arrive at 90 degrees AOB with the nose aligned with the 90 degree reference point. Airspeed should be approximately 90 KIAS at this point. DO NOT exceed 90 degrees AOB.
7) Allow the nose to fall through the horizon, then commence the recovery by smoothly rolling and pulling out of the diving turn. After approximately 135 degrees of turn, the nose will be approximately 45 degrees below the horizon and the AOB should again be 45 degrees. Scan the section line for longitudinal alignment and the horizon for pitch and roll rates.
8) Control the pitch and roll rate so as to recover on the original altitude and reciprocal heading.
NOTE - When the maneuver is completed at the same altitude it was initiated, there is a tendency to gain about 10 kts.
9) Repeat steps 3 through 8, performing the second wingover in the opposite direction. Upon completion of the series, the aircraft should once again be established in level balanced flight, on the original heading and altitude.
Common errors:
1) RUSHING THE MANEUVER. Remember, the wingover is a relatively slow and gentle maneuver.
2) Failure to obtain 45 degrees nose up and 45 degrees AOB simultaneously. This is usually caused by an excessive roll rate and/or insufficient back stick pressure during the initial pull up. Once the AOB exceeds 45 degrees, it is difficult to raise the nose any higher. This type of error will result in excessive airspeed (i.e., greater than 90 KIAS) at the 90 degree checkpoint.
3) After the exhaust stack passes the horizon, keep the roll rate slow and constant. As the aircraft rolls, smoothly increase the back stick pressure so as to obtain 45 degrees nose up simultaneously with 45 degrees AOB. The required back stick pressure reaches a maximum at approximately this point. You must then continue to roll toward the 90 degree checkpoint at a constant rate while beginning to relax the back stick pressure. By the time you reach 90 deg AOB, you should only have enough back stick to keep from feeling light in your seat (i.e., slight positive G loading)
4) Exceeding or not fully reaching 90 degrees AOB.
5) Holding excessive back stick pressure at the 90 degree checkpoint, thereby “pulling” the nose through and obtaining the reciprocal heading too early during recovery. Conversely, releasing all of the back stick pressure, thereby inducing a zero or negative G state.
6) Poor timing of the roll and pitch rate during recovery. The wings should come level simultaneously as the nose reaches the level flight attitude.
7) Commencing the second wingover in the series off airspeed, heading, altitude, etc. Expeditiously make the necessary corrections prior to initiation of the next wingover. There is no point practicing the maneuver if the entry parameters are incorrect.
e. Precision landings
Refer to section 1.e above.
f. Angle-of-attack approaches
Refer to section 1.f above.
g. VFR unusual attitudes (NG) - minimum 1 each:
nose high/nose low
Refer to section 1.d above.
h. Inverted flight (demo only)
Refer to section 1.g above.
3. Non-graded
a. Course rules (DEP, OFO, HFE)
b. ATS
c. Spin
d. PPEL
e. LAPL
f. LAPL(P)