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25 Cards in this Set
- Front
- Back
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Aileron Roll |
-Airspeed: 180 to 220 KIAS -Power: 80 percent to max -Attitude: wings-level entry, 20 to 30 degrees nose-high pitch attitude -FCP Visual Reference: when starting the roll, corner of front windscreen on the horizon -Procedure: Smoothly raise the nose to 20 to 30 degrees NH, relax back stick pressure and stop the nose track, roll the aircraft left or right using coordinated rudder and aileron -An aileron roll to the left requires less rudder and aileron deflection than a roll to the right -At 20 degrees NH the clock is on the horizon -At 30 degrees NH, the STBY airspeed indicator is on the horizon |
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Aileron Roll FCP Visual References |
-At 20 degrees NH the clock is on the horizon -At 30 degrees NH, the STBY airspeed indicator is on the horizon |
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Lazy Eight Parameters and Description |
A slow and lazy maneuver that describes a horizontal figure eight at the horizon, the maneuver is complete after two 180 degree turns -Airspeed: 200 to 220 KIAS -Power: 50 to 60 percent torque -Attitude: Entry: wings level, 90 degrees MAX bank, 45 degrees MAX NH pitch -Altitude: approximately 2,000 FT above and 1,000 FT below entry altitude -Procedure: select a prominent point on the horizon (or a ground reference) that is 90 degrees off of aircraft heading (e.g. off your shoulder), make sure that the point is far enough from the horizon that you don't fly over it
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Lazy Eight Maneuver |
- Begin in straight and level flight with briefed entry airspeed (200 to 220 KIAS) and power setting, alight the aircraft so the reference point is directly off the wingtip, blend aileron, rudder, and elevator pressures to start a gradual climbing turn in the direction of the reference point -The initial bank is very shallow **Time the turn and pull-up so the nose reaches the highest pitch attitude (45 degrees NH) when the aircraft has turned 45 degrees or halfway to the reference point** -Bank continues to increase as the nose falls, the aircraft should be pointed at the reference point as the aircraft reaches 80 to 90 degrees AOB AND as the nose reaches the horizon -The lowest airspeed occures as the nose reaches the horizon (approximately 100 knots) **Do not freeze pitch or bank at the horizon. Passing the horizon, let the nose fall, and begin rolling out of bank. The second half of the leaf (nose below the horizon) should be symmetric and approximately the same size as the first half (nose above the horizon)** **During the second half, the bank should change at the same rate as during the nose-up portion of the leaf, when the aircraft has turned 135 degrees, the nose should be at its lowest attitude and the bank should be 45 degrees** -The aircraft should be wings level at entry airspeed as the nose reaches the horizon, having completed 180 degrees of turn, start the next 180 degree turn without pausing |
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Lazy Eight Airspeed Maneuver Gouge |
-When bringing the nose back to the horizon, the number of knots below wings level airspeed should be equal to the number of degrees NL. -If the desired wings-level airspeed is 220 knots, the airspeed should be approximately 190 knots at 30 degrees NL, 200 knots at 20 degrees NL, et cetera |
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Barrel Roll Parameters |
-Airspeed: 200 to 220 KIAS -Power: 80 percent to MAX -Attitude: Entry, wings level -Altitude: Approximately 2,000 FT above and 1,000 FT below -FCP Visual Reference: Reference point at or near the corner of the front windscreen |
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Barrel Roll Procedure |
6.19.3. Procedure. Select a reference point, such as a cloud or landmark, on or slightly above the horizon. Set briefed power and attain briefed entry airspeed with the nose of the aircraft below the horizon. Begin a coordinated turn in the opposite direction of the desired roll, as necessary, to place the aircraft up to 45 degrees to the side of the reference point. Roll out of the initial turn so the wings are level as the aircraft passes through the horizon. The distance to the side of the reference point depends on the initial turn and speed of the rollout. The distance from the reference point defines the size of the barrel roll, and it should remain constant throughout the maneuver. From level flight, increase pitch and bank. As the bank reaches 90 degrees, the aircraft should be directly above the reference point. 6.19.3.1. Passing 90 degrees of bank, relax some back pressure and increase aileron deflection to continue the roll with reduced airspeed. Back pressure must be reduced compared to the first quarter of the roll because gravity is now in the same direction as the lift vector (downward) when inverted. Plan the roll so the wings become level just as the aircraft reaches the inverted level-flight attitude. The aircraft should be displaced from the reference point the same distance as at the beginning of the maneuver. |
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Loop Parameters |
-Airspeed: 230-250 KIAS -Power: MAX -Attitude: Wings level to horizon throughout the maneuver -Altitude: Approximately 3,000 FT above entry altitude -FCP Visual Reference: wingtips equidistant from horizon in pull-up |
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Loop Procedure |
Begin straight-and-level to 20 degrees NL, with briefed entry airspeed and power setting. Smoothly pull the nose up using 3 to 4 Gs. When the forward view of the horizon disappears in the pull-up, maintain wings level (straight pull) by keeping the wingtips equidistant from the horizon. Back stick pressure and G loading decrease to maintain a constant nose track as airspeed decreases; however, aft control stick displacement increases. Right rudder pressure is required to keep the aircraft coordinated as airspeed decreases. Insufficient rudder, as airspeed decreases, may allow the nose to deviate up to 30 degrees off desired track. Airspeed should be approximately 100 to 120 KIAS wings level inverted (over the top). Pull straight through the vertical and increase G loading to maintain a constant nose track until a level flight attitude is reached. Maintain coordinated rudder as the airspeed increases in the dive. Technique. Align the aircraft with a road or section line to provide a visual reference for a straight pull. Keep aligned with selected reference throughout the loop. If a ground reference is not available, the heading bug may be used to ensure a straight pull. Accelerate to entry airspeed with canopy bow on the horizon. Anticipate entry by 20 KIAS (an attitude of 20 degrees NL requires a 20 KIAS lead point to hit the desired target airspeed by the time the nose is back to level flight). Imagine pulling to the ―zipper‖ to ensure a straight pull. As the horizon disappears, use the cross-check of ―wingtip, wingtip, ball‖ to keep the wings level and flight coordinated. Make sure the wingtips are equidistant from the horizon. Roll away from the wingtip that has the most ground above it to level the wings. As the airspeed slows near the top of the loop, due to propeller effects, the nose will tend to yaw to the left, which can be detected by cross-checking the ball on the turn and slip indicator. Near vertical, tilt the head back and try to locate the horizon as early as possible. If the wings are not level, improper rudder application is most likely the problem. |
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Immelmann Parameters |
-Airspeed: 230 to 250 KIAS. |
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Immelmann Procedures |
Begin in straight-and-level flight, with briefed entry airspeed and power setting. Smoothly pull the nose up using 3 to 4 Gs. When the forward view of the horizon disappears in the pull-up, maintain wings level (straight pull) by keeping the wingtips equidistant from the horizon. Back stick pressure and G loading decrease to maintain a constant nose track as airspeed decreases; however, aft control stick displacement increases. Moderate right rudder pressure is required to keep the aircraft coordinated as airspeed decreases. Insufficient rudder, as airspeed decreases, may allow the nose to deviate up to 30 degrees off desired track. As the aircraft reaches a point approximately 10 degrees above the horizon inverted (FCP canopy bow on the horizon), relax back stick pressure and apply aileron with coordinated rudder in either direction to initiate a roll to level flight. Airspeed should be approximately 100 to 120 KIAS. The maneuver is complete after a momentary pause in level flight following the rollout. |
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Split S Parameters |
Objective: Complete a max performance, 180-degree descending turn in the pure vertical. |
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Split S Description |
Procedure: Begin in straight-and-level flight approximately 40 KIAS above briefed entry airspeed. Briefed power setting may be established any time before or during the half roll. Raise the nose to approximately a 20-degree pitch attitude (FCP clock on the horizon). When the airspeed is approximately 20 KIAS above briefed entry airspeed, roll the aircraft to the wings-level, inverted attitude. Apply back pressure to bring the nose through the horizon. To avoid excessive G and airspeed at the bottom, attempt to max perform once the nose passes the horizon. Airspeed and G loading (approximately 3 to 4 Gs) increase during the pullout. Perform a proper anti-G strain.
Technique. Attempt to set up the maneuver over a road or section line. Ensure wings are level-inverted before starting pull. Imagine pulling to the ―zipper‖ to ensure a straight pull. Looking at successive points above the canopy bow (as described on the back half of the loop) that lead in |
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Cuban 8 Description |
Each half of this maneuver is a combination of a slightly modified loop and Immelmann. The first portion of each leaf is approximately the first five-eighths of a loop followed by a half roll. The pull and roll is then repeated in the opposite direction. The maneuver looks like an ―8‖ on its side. The maneuver is complete at level flight, with entry airspeed and on original heading. |
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Cuban 8 Parameters |
Airspeed. 230 to 250 KIAS. |
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Cuban 8 Procedure |
Procedure. Begin in straight-and-level flight, with briefed entry airspeed and power setting. Perform the first part of a loop until over the top, inverted. After passing through inverted-level flight, continue the loop until approaching 45 degrees NL, inverted. Execute a coordinated half roll in either direction. Relax the elevator pressure to keep the nose track in the same vertical plane. After completing the half roll, maintain 45 degrees NL until beginning the pull-up for the second half of the maneuver. Plan to initiate the pull-up to attain briefed entry airspeed at the horizon (passing through level flight). To accomplish this, begin the pull-up approximately 35 to 40 KIAS below briefed entry airspeed (the airspeed lead point is approximately equal to number of degrees of NL pitch). Continue the pull-up into another loop entry. The second half of the Cuban Eight is identical to the first except the roll is in the opposite direction. |
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Cuban 8 Technique |
Use ground references, or the heading bug, as in other over-the-top maneuvers. Upon reaching 45 degrees NL, inverted flight (seat on the horizon), momentarily freeze the control stick before the coordinated roll. To maintain 45 degrees NL, pick a point on the ground and freeze it in the windscreen. Verbalizing the roll direction on the first half of the maneuver will help ensure the roll on the second half of the maneuver is in the correct direction. |
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Cloverleaf Description |
The cloverleaf is composed of four identical maneuvers, each of which changes heading by 90 degrees. The pull-up is similar to the loop, although with less G loading. The top part is a rolling pull to the horizon 90 degrees displaced from the original heading. The pulling roll resembles an NH recovery. The lower part or pull-through is flown like a split-S. The maneuver is complete in level flight after four leaves in the same direction. Fewer than four leaves may be performed when practicing the maneuver. |
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Cloverleaf Parameters |
Airspeed: 200 to 220 KIAS. FCP Visual Reference: Wingtips equidistant from horizon in pull-up. Feet on horizon when 45 degrees NH. |
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Cloverleaf Procedure |
Begin in straight-and-level flight, with briefed entry airspeed and power setting. Pick a reference point 90 degrees off the nose in the desired direction. The initial part of the maneuver is a straight pull-up, similar to a loop, except for a slightly lower G loading (2 to 3 Gs). As the aircraft reaches 45 degrees NH (feet on the horizon), begin a coordinated roll toward the 90-degree reference point. Allow the nose to continue climbing during the roll so the maneuver is fairly slow and lazy. Coordinate the pull and roll so the nose passes through the reference point with the aircraft wings level, inverted, and at a relatively low airspeed (approximately 120 KIAS). Do not stare at the airspeed indicator, but note the airspeed at the inverted point. Consider discontinuing the maneuver if airspeed is above approximately 150 to 160 KIAS. Keep the wings level and pull through the bottom of the |
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Cloverleaf Technique |
Use section lines or prominent roads off of the wingtip in the direction of turn to visually identify 90-degree points. Begin roll when feet are on the horizon. A combination of roll and pull is necessary to be inverted, wings level over the reference point. Cross-check G load at the horizon after each pull through the bottom. Reaching 200 to 220 knots at the horizon, G may then have to be reduced to the 2 to 3 Gs required for the initial pull-up by releasing back stick pressure. |
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Chandelle Description |
The Chandelle is a precision, constant bank 180-degree steep climbing turn that achieves a maximum gain of altitude for a given power setting. The maneuver is complete after 180 degrees of turn. |
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Chandelle Parameters |
Airspeed: 200 to 250 KIAS. |
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Chandelle Procedure |
Begin wings level, 15 degrees NL with briefed power setting but below briefed entry airspeed. When airspeed reaches briefed entry airspeed, blend rudder, aileron, and elevator pressure simultaneously to begin a climbing turn, using approximately 3 Gs. Increase bank to 60 degrees and keep the nose track rising at a uniform rate. The nose should describe a straight line diagonal to the horizon. The nose should pass through the horizon at 60 degrees bank with 30 to 45 degrees of turn complete. Check the amount of turn by using outside references. Once the nose is above the horizon, the vertical component of lift decreases, and considerably more back pressure is required to keep the nose rising at a uniform rate. These variables in the pitch angle, airspeed, and the vertical component of lift require constant changes in control pressures to keep the nose rising at a constant rate. At the 135-degree point in the turn, start the rollout but keep the nose rising. Monitor the amount of turn remaining before reaching the 180-degree point by checking outside references. Time the rollout so the wings become level as the nose reaches the highest pitch attitude (approximately 40 to 45 degrees) at the 180-degree point. When the maneuver is complete (180 degrees of turn), lower the nose to the horizon or perform a nose-high recovery.
If the rate of climb is too fast, and the aircraft approaches stall before turning 180 degrees discontinue the maneuver by performing a nose-high recovery. If the rate of pitch change is too slow, the 180-degree point may be reached before the maximum pitch attitude is attained. When starting the maneuver, the rate of roll-in is faster than the rate of pull-up (60 degrees bank change, 15 degrees pitch change). |
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Chandelle Technique |
Use perpendicular and parallel roads or section lines to visually monitor progress of turns. Inside the cockpit, the heading marker can be a good cross-check tool in addition to cross-checking bank and pitch on the main attitude indicator (ADI). Outside the cockpit, pick a reference point and place it 90 degrees off either shoulder. Begin a turn away from the reference point. Once the reference point becomes visible again off the other shoulder, you will have completed approximately 135 degrees of turn, prompting the rollout to achieve 180 degrees of turn. Visualizing the Chandelle as similar to climbing a spiral staircase can help with maneuver execution. |
