WARNING:
All procedures are GENERALIZED.
Fly the maneuver in accordance with the Pilot Operating Handbook (POH)
and/or current Standard Operating Procedures (SOPs)
Stall/Aerobatic Checklist:
- Cockpit: Clear of lose objects
- Seat Belts: Locked and tight
- Autoignition/Fuel Pump: On
- Engine Instruments: Checked
- Report: Stall/aerobatic checklist complete
Additional Considerations:
- Ensure pockets are zipped and the map-case is secured to prevent loose items from going airborne
T-34C PROCEDURE:
- Give an instrument, gas, and position report (IGP)
- CONFIGURATION: aerobatic cruise
- Complete the stall/aerobatic checklist
- CODES: 4700
- 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
- Recheck the wings level and clear the airspace above you
- ICS: "Entry altitude is..."
- 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
- 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 (PULL-RELAX)
- BALL: Increase right rudder pressure as airspeed decreases
- 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
- Allow the nose to fall through the opposite horizon (RELAX-PULL)
- Adjust the amount of aft stick pressure to maintain a constant pitch rate
- Continue to relax right rudder pressure, as the airspeed increases in the dive
- The recovery will again require approximately 3.5 to 4.0-G, so remember to resume the AGSM
- 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
Conclusion:
- Remain mindful that performance calculations are usually more optimistic than performance in reality
- Consider actual versus realized performance when doing any performance calculations
- Consider practicing maneuvers on a flight simulator to introduce yourself to maneuvers or knock off rust
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