Aerobatic Flight

Aileron Roll Overview:

• An aileron is a constant 360° roll about the aircraft's longitudinal axis
• Develop skills to maintain lineup with a reference heading and to retain spatial orientation while flying through the inverted position

T-34C Aileron Roll Procedure:

1. Give an instrument, gas, and position report (IGP)
2. CONFIGURATION: transition to aerobatic cruise
3. Complete the stall/aerobatic checklist
4. CODES: 4700
5. Perform a clearing turn
   • Roll out on a section line
   • Anticipate the section line to roll out on it vs. searching after your clearing turn
6. Stacks: raise the nose to place the exhaust stacks on the horizon while keeping the wings level
7. Relax: stop nose movement by relaxing back stick pressure
8. Rudder: direction of roll
9. Roll: lateral stick deflection in the direction of roll
   • Slight forward stick will be required to keep the nose at the same level
   • Rudder application will be light or it will kick the tail out
   • Roll right to avoid fighting torque effect
   • 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
   • As you approach the wings level attitude, ease out aileron and rudder pressure to recover with the wings level and the nose attitude reset for level flight

Aileron Roll Common Errors:

• Failure to adequately clear the area
• Unintentionally introducing a little forward or aft stick, which results in a (sometimes uncomfortable) mini-barrel roll
• Rolling through more than 360°
  • Anticipate roll out by up to 60° early to mitigate this

Barrel Roll Overview:

• You will roll the aircraft 360° about an imaginary point on the horizon that bears 45° from the original heading of the aircraft
• Develops confidence, coordination, and instrument scan while flying through varying attitudes and airspeeds
• Also develops the ability to remain oriented while flying the aircraft in balanced flight through the inverted position
• Should be a smooth, graceful maneuver with constant roll and pitch rates
• If you're not achieving 90° of heading change as you roll inverted, you didn't maintain enough back stick when you were between 60° and 90° AoB
• 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
• 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
• 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
• During the roll out to the original heading, adjusting the back stick pressure will enable you to recover on altitude and at aerobatic cruise airspeed

T-34C Barrel Roll Procedure:

1. Give an instrument, gas, and position report (IGP)
2. CONFIGURATION: aerobatic cruise
3. Complete the stall/aerobatic checklist
4. CODES: 4700
5. Perform a clearing turn
   • Roll out on or parallel to a section line
   • Anticipate the section line to roll out on it vs. searching after your clearing turn
   • Pick a reference point on the horizon 90° to either side of the nose in the direction you intend to perform the maneuver
6. Recheck the wings level and clear the airspace above you
   • ICS: "Entry altitude is..."
7. Commence the maneuver by smoothly raising the nose while keeping the wings level
   • As the exhaust stacks pass the horizon, roll and pull so the nose travels around in an arcing path toward the selected 90° checkpoint
   • Begin your roll to 90° at 20° of pitch
   • 1st checkpoint:
     • Turn: 45°
     • Nose: 60°
     • AoB: 90°
8. Continue rolling the aircraft at a constant rate until in a wings level, inverted attitude, heading directly at the 90° reference point on the horizon
   • 2nd checkpoint:
     • Turn: 90° (90°-100°)
     • Nose: 0° (slightly above horizon) (looking at your 90° point)
     • Bank: 90°
       • Do not unload the aircraft, it should not slow by much if any at the top, the maneuver will be fine if the 60° of pitch was hit on the initial checkpoint
9. The last half of the arc will be the same distance below the horizon that the first half is above the horizon
   • If performed properly, 2.0 Gs should not be exceeded at any time during the maneuver
   • The last half of the arc will be the same distance below the horizon that the first half is above the horizon

Barrel Roll Common Errors:

• Failure to adequately clear the area
• Excessive roll rate in the first 180° of roll, and hence reaching 90° heading change, inverted position (or short of it) with the nose already below the horizon
  • This normally leads to a low and fast recovery

Half-Cuban Eight Overview:

• The Half-Cuban Eight is a reversal of direction in the vertical plane and can be used as a standard weapons delivery maneuver
• Combines the first 210° of a loop, a half roll to the upright position, and a 45° diving pull out of level flight on the original altitude and reciprocal heading
• Provides a quick means of reversing the direction of flight while preserving the original altitude and airspeed
• Select a long, well defined section line that extends behind you as well as in front
• Enter the maneuver as you would a loop, but instead of completing the loop, roll the aircraft to wings level when you are 45° nose down inverted
  • A black 45 display on the ADI designates nose down
• There is another half of this maneuver to make a Full-Cuban Eight:
  • Pull up to 60° nose up, roll inverted, and wait until you see 280 KCAS
  • Smoothly introduce back-stick to intercept 12° AoA and finish the maneuver as per the back side of a normal loop
  • If you end up a little low of the start altitude, use this new altitude as the target altitude for finishing the second half

T-34C Half-Cuban Eight Procedure:

1. Give an instrument, gas, and position report (IGP)
2. CONFIGURATION: aerobatic cruise
3. Complete the stall/aerobatic checklist
4. CODES: 4700
5. Perform a clearing turn
6. During the last 90° of turn, lower the nose slightly and accelerate to 200 KIAS
7. Roll out of the clearing turn on or parallel to a section line with 200 KIAS
   • Anticipate the section line to roll out on it vs. searching after your clearing turn
   • The increased airspeed will require a slight amount of left rudder to maintain balanced flight
8. Recheck the wings level and clear the airspace above you
   • ICS: "Entry altitude is..."
9. PULL: Commence the AGSM and immediately start a smooth straight pull-up, accelerating to 3.5Gs within 2 or 3 seconds (Pull-Relax)
10. LEVEL: 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
11. BALL: Increase right rudder pressure as airspeed decreases
12. CHECK: Shortly after passing the vertical position, tilt your head back and visually locate the opposite horizon
    • Correct with aileron as necessary to maintain wings parallel to the horizon
13. Check the nose in relation to the section line and correct directional deviations, as necessary, by adjusting the rudder input
    • The greatest amount of right rudder input will, therefore, be required at this point, in order to maintain balanced flight
14. Maintain positive G-loading and wings parallel to the horizon
15. Allow the nose to fall through the opposite horizon, adjust the amount of aft stick pressure to maintain a constant pitch rate
    • As the nose approaches a point 30° below the opposite horizon, slow the nose movement by releasing back stick pressure and commence a half aileron roll to the erect position
    • 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° below the horizon
16. Commence a smooth pullout to straight and level balanced flight 600-700 feet prior to the original entry altitude

Half-Cuban Eight Common Errors:

• Failure to adequately clear the area
• Rolling the aircraft upright too early and end up high and slow

Loop Overview:

• A 360° circle in the vertical plane
• The elevator/stabilator is the primary control, but the ailerons and rudder will coordinate it
• Increasing back-stick is required due to decreasing airspeed
• During a loop, the aircraft is rotated at a constant rate of pitch about its lateral axis
• Elevator is the principle control surface utilized
• Rudder maintains directional control
• Aileron keeps the wings parallel with the horizon
• The nose pitch rate should be constant, but aft stick force required to obtain this will vary with airspeed and "G" loading
• Inside Loop:
  • A positive pitching movement is used at all points in the loop to draw the circle, so that the aeroplane canopy is pointing inwards
• Outside Loop:
  • A negative pitching movement is used to all points in the loop to draw a circle, so that the aeroplane canopy is pointing outwards
  • Both the inside and outside loops are sometimes casually referred to as a 'loop the loop'

T-34C Loop Procedure:

1. Give an instrument, gas, and position report (IGP)
2. CONFIGURATION: aerobatic cruise
3. Complete the stall/aerobatic checklist
4. CODES: 4700
5. Perform a clearing turn
   • During the last 90° of turn, lower the nose slightly and accelerate to 200 KIAS
   • Roll out of the clearing turn on or parallel to a section line with 200 KIAS
   • Anticipate the section line to roll out on it vs. searching after your clearing turn
   • The increased airspeed will require a slight amount of left rudder to maintain balanced flight
6. Recheck the wings level and clear the airspace above you
   • ICS: "Entry altitude is..."
7. PULL: Commence the AGSM and immediately start a smooth straight pull up accelerating to 3.5-G to 4.0-Gs within a few seconds
8. LEVEL: Recheck the wings level as the nose passes through the horizon
9. Adjust stick pressure as necessary to keep the nose moving at a constant rate (PULL-RELAX)
10. BALL: Increase right rudder pressure as airspeed decreases
11. CHECK: 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
    • Check the nose in relation to the section line and correct directional deviations, as necessary, by adjusting the rudder input
    • The greatest amount of right rudder input will be required at the top to maintain balanced flight
12. Allow the nose to fall through the opposite horizon (RELAX-PULL)
13. Adjust the amount of aft stick pressure to maintain a constant pitch rate
14. Continue to relax right rudder pressure, as the airspeed increases in the dive
15. The recovery will again require approximately 3.5 to 4.0-G, so remember to resume the AGSM
16. 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

Loop Common Errors:

• Failure to adequately clear the area
• Recovery is above the start altitude and below entry speed (due to high performance aircraft turning ability)
• Not easing the stick forward to intercept AoA and hence having poor alpha control over the top (excessive alpha), not assessing wings level in the inverted position, and not increasing back-stick enough to intercept appropriate G again on the back side resulting in a fast, low recovery
• Going slow on the top is the result of not maintaining a 4.0-G pull and optimum AoA

Immelmann Overview:

• Combines the first half of a loop followed by a half-roll to the wings level attitude
• Achieves a 180° change of direction

T-34C Immelmann Procedure:

1. Give an instrument, gas, and position report (IGP)
2. CONFIGURATION: transition to aerobatic cruise
3. Complete the stall/aerobatic checklist
4. CODES: 4700
5. Perform a clearing turn
   • During the last 90° of turn, lower the nose slightly and accelerate to 200 KIAS
   • Roll out of the clearing turn on or parallel to a section line with 200 KIAS
   • Anticipate the section line to roll out on it vs. searching after your clearing turn
   • The increased airspeed will require a slight amount of left rudder to maintain balanced flight
6. Recheck the wings level and clear the airspace above you
   • ICS: "Entry altitude is..."
7. PULL: Commence the AGSM and immediately start a smooth straight pull-up, accelerating to 3.5Gs within 2-3 seconds
8. LEVEL: Recheck the wings level as the nose passes through the horizon
   • The initial pull will be strong, but will need to be relaxed toward the top to keep a constant rate
9. BALL: Increase right rudder pressure as airspeed decreases
10. CHECK: Shortly after passing the vertical position, tilt your head back and visually located the opposite horizon
    • Correct with aileron, as necessary, to maintain the wings parallel to the horizon
    • Check the nose in relation to the section line and correct directional deviations, as necessary, by adjusting the rudder input
11. As the nose approaches a point 20° above the opposite horizon "canopy bow" on the horizon, slow the rate of nose movement by neutralizing back stick pressure
12. Commence an aileron roll in either direction to the upright position
    • Take out rudder smoothly
    • Anticipate the need for slight forward stick pressure as the aircraft passes 90° of roll
13. The maneuver is complete when the aircraft is, once again, in the level flight attitude on the reciprocal heading
    • The airspeed should be approximately 100 KIAS
    • The nose attitude will, therefore, be slightly high
    • It is common to smell gas fumes after the immelmann; this is normal as long as they go away after a few minutes

Immelmann Common Errors:

• Failure to adequately clear the area
• Excessive G causing a large loss of energy before reaching the top

Split-S Overview:

• Reverse of an immelmann
• Combining the first half of an aileron roll with the last half of a loop
• Provides a rapid reversal of heading
• To minimize loss of altitude, it is very important that you immediately pull and maintain optimum AoA after rolling inverted until 4.0-Gs

T-34C Split-S Procedure:

1. Give an instrument, gas, and position report (IGP)
2. CONFIGURATION: aerobatic cruise
3. Complete the stall/aerobatic checklist
4. CODES: 4700
5. Perform a clearing turn
   • Roll out of the clearing turn on or parallel to a section line
   • Anticipate the section line to roll out on it vs. searching after your clearing turn
6. IDLE: Reduce power to idle and maintain altitude, while slowing to 130 KIAS
   • Increase right rudder pressure as the aircraft decelerates
7. STACKS: At 130 knots, raise the nose to place the exhaust stacks on the horizon, while keeping the wings level
8. RELAX: Stop nose movement by relaxing back stick pressure
9. RUDDER: direction of roll
   • Rudder application will be light or it will kick the tail out
10. ROLL: lateral stick deflection in the direction of roll
11. Once inverted, neutralize the ailerons and apply slight forward stick pressure to momentarily maintain straight and level flight
12. Quickly verify that the wings are level by referencing the horizon and correct as necessary
13. Apply back stick pressure, pulling the nose through the horizon and flying the aircraft along the section line as in the last half of the loop
    • Expect 1,500' loss of altitude
    • Decrease right rudder pressure as the aircraft accelerates to recovery speed
    • ICS: "Oil pressure is..." (checking within limits)
14. Reset aerobatic cruise power

Split-S Common Errors:

• Failure to adequately clear the area
• Pulling too hard for the first 90° or not hard enough, when transitioning from the AoA to G

Wingover Overview:

• 180° reversal in the direction of flight through the vertical
  • Combines a climbing turn for 90°, and a smooth descending turn for 90° but with a 180° heading change
• The nose will never exceed 45° up and down or 2.0-Gs; it is very slow and gentle, developing the ability to smoothly control the aircraft in balanced flight, through constantly changing attitudes and airspeeds
• Performed in opposing pairs
• Can be used as a clearing turn
• The maneuver is very slow and gentle
• The roll rate should be constant through the maneuver
• Note that you never exceed 45° nose up

T-34C Wingover Procedure:

1. Give an instrument, gas, and position report (IGP)
2. CONFIGURATION: aerobatic cruise
3. Complete the stall/aerobatic checklist
4. CODES: 4700
5. Perform a clearing turn
   • Successive wingovers, when continued without interruption, serve as clearing turns for the next series
   • Roll out on or parallel to a section line
   • Anticipate the section line to roll out on it vs. searching after your clearing turn
   • Pick a reference point on the horizon, 90° to either side of the nose, in the direction you intend to perform the maneuver
6. Recheck the wings level and clear the airspace above you
   • ICS: "Entry altitude is..."
7. Raise the exhaust stacks to the horizon and then start a roll towards the 90° checkpoint
8. Control pitch and roll rate so as to reach:
   • Nose: 45° up (aggressive at first)
   • AoB: 45° ("Feels" like you need to put a lot more pitch input than AoB)
   • Heading change: 45°
9. Continue to roll towards:
   • Speed: 90 KIAS
   • AoB: 90°
   • Heading change: 90° (do not exceed 90° AoB)
10. Allow the nose to fall through the horizon, and then commence the recovery by smoothly rolling and pulling out of the diving turn
    • The tendency is to recover AoB too fast, keep it slow
11. After approximately 135 of turn:
    • Nose: 45° down
    • AoB: 45°

    • 

12. 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 KIAS
13. Repeat steps 6 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

Wingover Common Errors:

• Failure to adequately clear the area

Squirrel Cage Overview:

• Pay particular attention to airspeed and altitude during the squirrel cage
• Consists of a coordinated series of overhead maneuvers, flown in the specific sequence:
  • Loop
  • Half-Cuban Eight
  • Immelmann
  • Split-S

T-34C Squirrel Cage Procedure:

1. Complete the stall/aerobatic checklist
2. Perform clearing turns
3. Begin the maneuver at 380 KIAS on altitude and lined up on a prominent terrain feature or section line
4. Start with a loop at ~12,000' AGL
5. As you are descending through the backside of the loop, allow the aircraft to accelerate to 380 KIAS and then from a level attitude, begin the half-Cuban Eight
   • This is the best time to correct your heading
6. As you exit the Half-Cuban Eight, allow the aircraft to accelerate to 380 KIAS
7. From a level attitude, execute an immelmann
8. Finally, reduce the power to idle and execute a split-s

Squirrel Cage Common Errors:

• Failure to adequately clear the area
• Lack of proficiency with an individual maneuver