a.  Airborne damaged aircraft

        If the aircraft should sustain damage because of a midair collision, bird strike, or over stress, the single most important concern is maintaining or regaining aircraft control.

        Procedure:

        If the aircraft is not controllable:
        1)  BAILOUT

        If the aircraft is controllable, monitor engine instruments for unusual indications and flight controls for free and correct response.  Existing conditions may warrant consideration of an airborne visual check.
        2)  CLIMB.  To an altitude greater than 5000’ AGL.

        3)  Check flight characteristics in landing configuration, decreasing airspeed in increments of 10 kts to an airspeed at which a safe landing can be made (no slower than 80 KIAS).

WARNING - Because of unknown flight characteristics of a damaged aircraft, a stall may result in uncontrolled flight from which recovery is impossible.  If OCF occurs, immediately execute OUT-OF-CONTROL RECOVERY procedure.  If recovery does not appear imminent and/or cannot be accomplished by 5000’ AGL, BAILOUT.

        4)  Fly a wide or straight in approach and land as soon as possible.

    b.  Lost aircraft

        If you get lost, admit it and try to communicate using all available channels and NAVAIDS.  Be prepared to give a long count (i.e., 1-2-3-4-5-6-7-8-9-10-9-8-7-6-5-4-3-2-1) or short count (i.e., 1-2-3-4-5-4-3-2-1) in the event of a lost plane search.  Land as a suitable airfield before you run out of gas.  The best policy is to remain oriented and don’t get lost.  If you actually get lost, it will be necessary for you to use your own initiative and good judgment.  Since every situation will be different, it is impossible to establish criterion which will apply to every set of circumstances.  However, the following 5 C’s will generally apply to every case:

        1)  CONFESS.  Admit that you are lost and need some form of assistance.

        2)  CLIMB.  Ceiling and visibility permitting, climb to improve radio reception and forward visibility.

        If approach control replies, they will ask you to squawk a certain code on your transponder.  They may also ask you to provide other information in order to give you a vector (heading) to homefield.  If it appears that clouds will be on your vectored flight path, advise Approach and circle VFR if necessary.

        3)  COMMUNICATE.  Request assistance on the area working frequency from an instructor pilot or advice from your FDO/ODO.  If unable, try calling Approach Control frequency with a PAN report and request vectors to homefield.  If unable to receive any reply, switch radio and try again on GUARD frequency.

        4)  CONSERVE.  Operate the aircraft (when straight and level) at maximum endurance power setting (420 ft-lbs).

        5)  COMPLY - With instructions received from another dual aircraft, Approach, or your base.  Many prominent landmarks are available in and around your working areas to give clues as to your general whereabouts.

        If you find yourself lost, the important think to remember is to not fly around aimlessly.  Be calm and develop a plan using your good judgment and established procedures.  If you still cannot identify your position after having gone through the 5 C’s, look for any established landing field.  Before landing at a strange field, circle it at a safe altitude to locate all obstacles and hazards.  Determine the wind direction and duty runway and try to get a rough estimation of runway length and width.  If there is a tower at the field, try to contact Approach or tower on GUARD prior to landing.  Once you are ready to land make a normal traffic pattern.  Remember that the field elevation may be considerably different from that of your homefield.  Use the best estimation and adjust accordingly.  Once on deck, notify your base of the situation.

        During foul weather, maintain a visual reference to the ground.  DO NOT FLY ABOVE AN OVERCAST.  If you happen to blunder above a cloud layer, try to find a hole in the clouds and let down VFR.  If letdown is impossible and no other instructions have been received (5 C’s) BAILOUT is imminent.  Do not wait until fuel exhaustion, but do not be in a hurry to “throw in the towel” either.  Be calm and exercise good headwork.

    c.  Securing the rear cockpit for solo flight

        Secure the rear cockpit in accordance with NATOPS and the solo flight checklist located in the rear cockpit.  Ensure that the parachute is facing forward to prevent pin damage and that the parachute straps and harness are fastened and secured with the inertial reel locked.  Be certain that the parachute cannot fall forward during flight and jam the controls.  Check all cockpit lights off and all switches off, especially autoignition.  Ensure that the battery switch is on and that inverter #2 is selected.  Check all circuit breakers set.  Check for loose objects and finally close and lock the rear canopy.

        1)  Restraint harness, parachute, and oxygen equipment - SECURE

        2)  Cockpit lights - OFF

        3)  Switches - Battery ON - inverter No. 2 ON, all others AS REQ’D

        4)  Inspect for and secure lose equipment

WARNING - Failure to secure the rear cockpit for solo flight may result in restriction of flight control movement.
 
        5)  Aft canopy - CLOSE/LOCK
 
 
 
 
 
 
 

    d.  Maneuvering speed

        Maneuvering flight control forces are approximately 10 pounds per G.

        Maneuvering speed (Va) is the maximum speed at which full control deflection can be abruptly applied without overstressing he aircraft.  Va depends upon aircraft weight and at maximum gross weight with flaps up is 135 KIAS.

    e.  One-half Cuban Eight

        The One-half Cuban Eight combines the first 210 degrees of a loop, a half roll to the upright position, and a 45 degree diving pullout to level flight on the original altitude and reciprocal heading.

        This maneuver offers a quick means of reversing the direction of flight while preserving the original altitude and airspeed.  Remember to select a long, well defined section line which extends behind as well as in front of you.

        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.

       10)  PUT YOUR BOOTS ON THE HORIZON and ROLL IN EITHER DIRECTION.  As the nose approaches a point 30 degrees below the opposite horizon, slow the nose movement by releasing back stick pressure and commence a roll in either direction, using aileron and rudder.  During the roll, it will take slight forward stick pressure as the aircraft passes wings vertical to hold the heading and allow the nose to continue pitching downward to a position 45 degrees below the horizon.

       11)  Commence a smooth pullout to straight and level balanced flight 600-700’ prior to the original entry altitude.  Recover on the original altitude and reciprocal heading.

        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)  Improper forward stick application during roll resulting in less than the desired 45 degrees nose down attitude.

        7)  Failure to initiate the pull out 600-700’ prior.
 
 
 
 
 

2.  Demonstrate/Introduce:

    a.  Aileron roll

        The aileron roll is a 360 degree roll about the longitudinal axis of the aircraft.  Plan your clearing turn so as to roll out on a good section line or with the nose aimed at a prominent reference point.  When performing the maneuver make your control inputs smooth, brisk, and positive.  DO NOT MIX UP YOUR STICK CONTROLS!!!

        Procedures:

        1)  THREE C’S.  Transition to aerobatic cruise and complete the aerobatic checklist.  Commence a clearing turn and roll out with the required ground references.

        2)  Commence the maneuver by smoothly raising the nose to place the exhaust stacks on the horizon while keeping the wings level.  Stop the nose movement by relaxing back stick pressure.

        3)  Roll briskly in either direction by applying lateral stick deflection and rudder in the same direction (rudder will counter the adverse yaw).  The amount of stick deflection will determine your rate of roll.  If the rate of roll is too slow the nose will fall below the horizon and a rolling pullout will result.

        4)  As you approach wings level attitude, ease out aileron and rudder pressure to recover with the wings level and the nose attitude reset for level flight.

        Common errors:

        1)  Failure to relax the back stick pressure prior to rolling.  Back stick pressure is required only to set the initial nose high attitude.  Failure to relax the back stick pressure will cause the nose to follow an arcing path rather than having the aircraft roll about its longitudinal axis.  It will also cause the nose to drop rapidly while passing the inverted position.

        2)  Delaying initiation of the roll once the nose high attitude is set.  This causes excessive airspeed decay which results in a sluggish roll performance.

        3)  Failure to input sufficient rudder in the direction of roll.  The high roll rates required for the aileron roll generate considerable adverse yaw.  This must be compensated with sufficient rudder in order to maintain balanced flight.
 
 
 
 
 
 
 
 
 
 
 

    b.  Barrel roll

        The barrel roll is a maneuver in which the aircraft is rolled 360 degrees about an imaginary point which bears 45 degrees off the nose of the aircraft.  This maneuver is designed to develop your ability to maintain orientation.

        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)  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)  SMOOTHLY RAISE THE NOSE WHILE KEEPING THE WINGS LEVEL.  As the exhaust stacks pass the horizon, roll and pull so that the nose travels around in an arcing path toward the selected 90 degree checkpoint.  After 45 degrees of turn, the AOB should be 90 degrees and the nose will be at its highest point during the maneuver (approximately 55-60 degrees above the horizon).

        5)  Continue rolling the aircraft at a constant rate until in a wings level, inverted attitude, heading directly at the 90 degree reference point on the horizon.  Your nose should be slightly above the horizon and the airspeed between 90 and 100 kts.

        6)  Fly the aircraft through the inverted position and continue rolling at a constant rate, completing the maneuver on the original heading and altitude at aerobatic cruise airspeed.  Maintain a positive G load throughout the maneuver.  If you exceed the G limit, it’ll most likely happen here.  If performed properly, 2.0 G’s should not be exceeded at any time.

        7)  The nose should appear to make an arcing path about the imaginary point on the horizon 45 degrees from your original heading.  The last half of the arc will, therefore, be the same distance below the horizon that the first half is above the horizon.  Remember, as the airspeed decreases toward the top of the maneuver, it will be necessary to increase the deflection of the ailerons, rudder, and elevator to maintain a constant rate of pitch and roll.  Conversely, as the airspeed increases toward the bottom of the maneuver, it will be necessary to decrease the deflection of the ailerons, rudder, and elevator to maintain a constant rate of pitch and roll.  Notice that this roll is started as a climbing turn, which then becomes a continuous roll at a constant rate.

        8)  Maintain orientation throughout the maneuver by concentrating on your reference points.  Maintain a constant rate of roll and nose movement.  Inscribing a small arc above the horizon in the first half of the maneuver and a larger arc below the horizon in the last half will result in too great an airspeed at the completion of the maneuver or unnecessarily high G forces to recover on airspeed.

        9)  During the rollout to the original heading, adjusting the back stick pressure will enable you to recover on altitude and at aerobatic cruise airspeed.

        Common errors:
 
        1)  Failure to raise the nose high enough during the first 45 degrees of turn.  Generally, this will result in a correspondingly nose low attitude and proportionally high airspeed when recovery is made.
        2)  Improperly coordinating the rate of roll with the rate of pitch.  An insufficient roll rate will result in an overshoot of the intended recovery heading while an excessive roll rate will result in an undershoot.  A common tendency is to allow the roll rate to accelerate after passing the inverted position.
        3)  Failure to maintain balanced flight.  Too much or too little rudder will produce essentially the same results as too fast or too slow a rate of roll, respectively.
        4)  failing to scan ahead for the reference point and/or section line and thereby losing orientation.

    c.  One-half Cuban Eight

        Refer to paragraph 1.e above.

3.  Practice:

    a.  Loop
    b.  Wingover
    c.  Precision landings
    d.  Angle-of-attack approaches

4.  Non-graded:

    a.  Course rules (DEP, OFO, HFE)
    b.  ATS
    c.  Spin
    d.  HAPL
    e.  LAPL
    f.  PPEL(P)