NORTH AMERICAN TAS ios AEROBATIC TRAINING MANEUVERS BOOKLETT- 6 csnz) FLIGHT CHARACTERISTICS GENERAL. The airplane has good stability and control charac teristics and when properly trimmed will tend to main- tain level fight. STALLS. Stalls in this airplane are not violent. You can feel 2 ‘normal stall approaching as the controls begin to loosen, up and the airplane develops a sinking “mushy” feeling. In addition, you can see the stalling attitude. When the stall occurs, there is a slight buffeting of the elevator and a vibration of the fuselage, and the nose or a wing. drops. Stalling speeds with gear and flaps up or down— power on of off-with different gross weights at varying. degrees of bank are given in figure 6-2. Conditions that affect stalling speeds and characteristics are showa in figure 6-1. STALL RECOVERY. ‘The importance of proper stall recovery technique can- not be stressed coo much. Because the elevator is very effective 2¢ stalling speeds, recovery is quick and posi- tive However, rough elevator use or failure to regain sufficiene fying speed following a normal stall can cause an accelerated or high-speed stall. You can re- cover from partial stalls by reducing back pressure on the stick or by adding sufficient power co maintain control of the airplane. The standard procedure for recovering from a stall is as follows: 1. Move stick forward quickly and smoothly. Avoid jamming or snapping the stick forward abruptly, to prevent an undesirable nose-low attitude and momen- tary engine stoppage. 2. Acthe same time, advance the throttle in a smooth movement to the sea-level stop. Note Be sure to move the stick and throttle together smoothly. Da nor allow the nose to drop too far below the horizon. 3, Use rudder co maintain directional control. Ignore wing attitude until the stall is broken, at which time aileron effectiveness will return, 4, As soon as the stall is broken, utilize all controls in a coordinated manner to resume normal flight. 5. When you attain safe flying speed, raise the nose to level flight with steady back pressure on the stick Avoid abrupr changes of attitude. 6. Retard throttle to cruising power after leveling ofEnter all stalls at a safe altitude above the ground. Recoveries should be completed at 4000 feet or higher above the terrain. Remem- ber that considerable altitude can be fost in a stall manewver, ITEMS | “AFFECT ING STALLING SPEEDS AND CHARACTERISTICS a AER : ] wo antes | St i =_= E v | MOVEMENT | 4 ALTITUDE 6G LOCATION © | COORDINATION > "GROSS WEIGHT LANDING GEAR POWER v7, TURNS PRACTICE STALS. ‘The following practice maneuvers will acquaint you with the stall traits and speed of the aicplane under various flight conditions. For both power-on and power- off stalls, set the propeller control to obtain 1850 rpm. ‘This secting will prevent engine limitations from being exceeded inadvertently during recovery. Retard the throttle smoothly for power-off stall; set manifold pressure at 25 inches for power-on stalls. Canopies should be closed during practice stalls to prevent ex- hhaust flame from entering cockpit in case of backfire, PRACTICE STALL~GEAR AND FLAPS DOWN, POWER OFF, STRAIGHT AHEAD. Set propeller control for 1850 pm and mixture control for smooth operation, Close the throttle and maintain altitude. When airspeed approaches approximately 110 ‘mph, lower full flaps. Establish a 90 mph glide and trim the airplane. Pull the nose up to a three-point attitude and hold until the stall occurs. Observe the qualities of the airplane in the stall. Note the feel. After the airplane breaks to the right of left, or stalls straight ahead, per- form a standard stall recovery as the nose passes through the horizon. Raise the landing gear and raise the flaps in slow stages as soon as possibie, Retard the throttle to 25 inches manifold pressure. PRACTICE STALL—GEAR AND FLAPS UP, “POWER ON, STRAIGHT AHEAD. Raise nose to approximately 40 degrees above the hori- zon. Hold this attitude wich wings level and nose steady. As the stall approaches, observe the looseness of the controls, attitude of the airplane, and the tone of the engine. Notice how the airplane shudders when the stall occurs. As the stall occurs, apply brisk forward pressure to the stick and, at the same time, advance the throttle to the sea-level stop. Use rudder to main- tain directional control; then blend in aileron as it be- comes effective with the increase in airspeed. When flying speed is reached, ease airplane out of dive and back to cruising attitude, and reduce throtcle to 25 inches manifold pressure. PRACTICE STALL-GEAR AND FLAPS UP, POWER ON, 20-DEGREE BANK. Enter a coordinated climbing turn with a bank of ap- proximately 20 degrees. Raise the nose approximately 40 degrees above the horizon. Keep the nose turning at a steady rate until the stall occurs. When the stall occurs, apply brisk forward pressure co the stick and advance the throttle to the sea-level stop. When you have enough flying speed to make ailerons effective, make 1 coordinated roll out of the turn and dive. Return to level fight as in straightebead stalls. Reduce throttle © 25 inches manifold pressure. 2aE” INDICATED STALLING SPEEDS=MPH : FOWER-ON STALUNG SPEED ARE BASED ON HETHUATID DATA ‘Approximately 2000 rpm, 18 in. ‘will result fo stalls af epproximately the same (For progics stall, « power setting of 1850 rpm, 25 In. Hg ‘lrepeeds) i GEAR AND FLAPS UP GEAR AND Kars DOWN i Gross POWER ON rowsn oF POWER ON Power oF [wesc am | ex commnocs rowen | qmmmnne ron (armor rowan eemina ron i Wt Pao wane]as oame] WR "wan aan] eV YS PANT wae] UR [oo CANE wane | a v2 | 7 ve | sa | 92 | 63 | 70 | 79 | o7 | 72 a | m | a | 75 | 00 | a | 60 | & | 7s | oo | 0» u or 70 79 n 76 84 ss 62 nn » 65 a so} os | ve | oe | 72 | ao | ov | ov 3s 4 Figure 6.2 PRACTICE STALL—GFAR DOWN, FLAFS UP, POWER OFF, STRAIGHT AHEAD. Clove throttle completely, reduce airspeed 19 100 mph IAS, and establish a normal glide. Retrim. Raise the ‘nose toa landing attitude and hold it on a point straight ahead untit che stall occurs. As you approach the stall, observe the looseness of controls, the “mushy” feeling of the airplane, and the dwindling airspeed. Remember, this is like a landing stall. Use standard recovery pro- cedure. Reduce throttle to 25 inches manifold pressure and raise the landing gear. PRACTICE STALL—GEAR DOWN, FLAPS UP, POWER OFF, 40-DEGREE BANK. This maneuver will help you recognize the stalls which, ‘may occur in power-off turns in traffic or landings. ‘Assume a normal glide of 100 mph; then roll into a ‘medium gliding turn with about 40 degrees of bank, Maintaio a steady turn, raising the nose slightly until, it is just above the horizon. It is necessary to increase back pressure on the stick to hold this attitude until the stall occurs. Make a standard recovery. After re- covering speed, use coordinated controls to level the airplane, Reduce the throttle to 25 inches manifold Pressure and raise the landing gear. SPINS. 5 The airplane spin characteristics are illustrated in fig- ‘wee 6:3. The spin characteristics remain essentially the same whether the gear and flaps are up or down or whether the spin isto the let or the right. Some slighe difference in the magnitude of the cxcillations and canopy vibration may be noted. Normal spin entry is accomplished in the conventional manner by.applica- ‘ion of full rudder in the desired direction at point of ‘stall and simultaneous application of full back stick with ailerons neutral. These control positions must be held with the spin until the desiced number of curns has been completed. The minimum alsitude for inten Cionally entering « spin is 10,000 feet above the terrain, Inverted spins are prohibited.) SPIN RECOVERY. Recovery fom normal or inverted spins is effected by vigorous application of full opposite rudder followed by stick movement (slightly forward of neutral for formal spins and slightly aft of neutral for inverted spins). Leave ailerons neutral. Immediately following application of recovery controls, the nose ofthe airplane will drop and the spin will accelerate rapidly for 4p- proximately one-half 10 three-fourths turn, Hold the— Suge gees controls in this position until the spin stops; them im- 4 sion to a °SSGiaitysooncd mediately relax rudder pressure to neutral. Slowly appl rio he th back presare on the stick to found out the dive tn regain level-light attitude, During the Snat recoves, from an inverted spin, you may half-roll from the inverted dive before applying back pressure on the stick £0 round out the dive. Move throttle slowly «0 cruise setting after level-ighe attitude is attained. Ele- vator stick forces during recovery will be lighter if the levator trim adjustment is maintained for the level Aight cruise condition. horizon upen completion of rst turn fo approximately 15 de- ‘greet below herizon upon Completion of turn, FLIGHT CONTROL EFFECTIVENESS. All flight controls are very effective throughout the ‘normal speed range, and only moderate stick movement required zo maneuver the airplane. At high speeds, the airplane response to control movement is greater than at cruise speeds, and abrupe movement of the con- trols must be avoided to prevent exceeding the G-limit of the airplane. Near stalling, speeds, the ailerons are least effective, the rudder is fairly effective, and che elevator is very effective. Rapid elevator movements at ow speed should be avoided te prevent an inadvertent stall. Elevator and rudder trim cab adjustments are suf- ficient to trim elevator stick forces and rudder pedal forces to zer0 throughout the normal speed range. Righe rudder pedal force may be required during low-speed full-power conditions. The ileron trim tab is not ad- juseable from the cockpit. femains at this angle Mroughout spin. MANEUVERING FLIGHT. Rapid airplane response to flight control movemens during the normal speed range provides good acrobatic characteristics in this airplane. However, elevator stick forces in turns and pull-outs are purposely higher than. levator stick forces in fighter-type airplanes. This fea- ture is to help you prevent imposing an excessive G-load ‘on the airplane during acrobatics, CHARACTERISTICS Approximately 300 feet ot altitude is lost per turn Do not trim the airplane during any acrobatic maneuvers in an attempt to reduce stick forces, as only small elevator stick forces are then required t0 exceed the structural limits for the airplane. |...DIVES. ‘The handling characteristics in dives co che limit air- speed ace good. All contro! movenient is easy and effec. tive, and the airplane responds rapidly. if you tim the ‘titplane for level fight at Maximum Continuous Power, the tab sertings will be satisfactory for diving, although some adjustment of rudder tab may be desired during the dive so that you will not have to hold rudder. ‘The amount of forward stick pressure required to hold the aicplane in a dive is relatively small, as is the amount of aileron pressure needed to keep the wings level. To determine the altitude lost in a constant 4 G pull-out re recovery, see figure 6-4. Prior to entering a dive, close the canopy, and, to prevent excessive oil cooling, adjust oil cooler shutter control as necessary. Decrease pm as necessary during the dive 0 prevent exceeding maximum engine overspeed. At completion of dive, open thiottle slowly to prevent partly cooled engine from cutting out. FLIGHT WITH EXTERNAL LOADS. Flight characteristics of the airplane with external loads are similar to those encountered with the clean irplane.i seas _ ALTITUDE LOSS CONSTANT 4G PULL-OUT AY 4 stant Gr Poe ouT ‘ALTITUDE LOST DURING PULLOUT i oe B: Gis AIRSPEED —~MPH Ip Enter chart at altitude line near- est acival altitude ot start of pullout (example, 10,000 feet). I On scale along altitude line, 1e- lect point nearest the JAS ot which pulkout is started (190 ED Sight horizontally 10 peint on curve of dive angle (60 degrees). jht vertical read altitude BD eradng aac so pate: (1000 feet). Figure 6-4. Altitude Loss ond Dive Recovery 6AIRSPEED LIMITATIONS. The red line on the airspeed indicator macks the limit, dive speed at any alticude. The limit dive speed for the airplane with external loads is the same as for the clean airplane. However, the airplane should not he dived to airspeeds in excess of those where light to moderate airplane or surface control bulfer is experienced. The yellow line indicates the maximum airspeed at which the flaps may be lowered to the full down position. The ‘maximum airspeed for landing gear down is not marked fon the airspeed indicator but is given below the indi- ator on figure 5-1. Lowering either the flaps or gear ar speeds in excess of the flaps-dowa or gear-down limit airspeeds may cause structural damage to the airplane. Because of the danger of accidental stalls, the mini- ‘mum permissible indicated airspeed during sideslips is 90 mph. PROHIBITED MANEUVERS. Outside loops, inverted spins, snap rolls in excess of 150 mph, and slow rolls in excess of 190 mph are pro- hibited. Inverted flight must be limited to 10 seconds, as there is no means of ensuring 2 continuous flow of fuel or oil in this attitude. Also, prolonged inverted flight can cause an accumulation of hydrogen gas in the battery at sufficient pressure to continuously hold the vents closed until the battery eventually explodes. Since alcicude is lost rapidly during a sidestip, this meneuver should not be attempted below 200 fees. All acrobatic maneuvers performed during training fights should be complered at least 5000 feet above the ground. ACCELERATION LIMITS. ‘The airplane is limited to a maximum positive G-load 0f 5.67 and a maximum negative G-load of ~2.33. These limits apply only when the clean airplane gross weight does mot exceed 5300 pounds (design gross weight. When airplane gross weight is greater than 5300 pounds, che maximum allowable G-load is les than the ‘maximum limit marked on the accelerometer. Remem- ber that when you pull che maximum G-losd (5.67 G), the wings of your airplane must support 5.67 times theit normal load. This means chat during a maximum G pull-out the wings of the airplane (at design gross weight) are supporting 5.67 times 5300 pounds, or a total of approximately 30,000 pounds (maximum that the wings can safely support). Therefore, when your plane weighs more than 5300 pounds, the maximum G-load that you can safely apply can be determined by dividing 30,000 by the new gross weight. When exter- nal loads are carried, the maximum allowable G-load is limited 0 43 G. The maximum G-loeds we have been, talking about apply only to straight pull-outs. Rolling. pull-outs are a different story, however, sinee they im- pose considerably more stress upon the aizplane. The maximum allowable G-load in a rolling pull-out is limited to two-thirds the maximum G-load fora straight pull-out. OPERATING FLIGHT STRENGTH. ‘The Operating Flight Strength diagram (figure 5-2) shows the strength limitations of the airplane. Various G-loads are shown vertically along the left side of the chart, and various indicated airspeeds are shown hori zontally across the center of the chart. The horizontal red lines at the top and bottom of the chart represent the maximum positive and maximum negative allow- able G-loads. The vertical red line indicates the limit dive speed of the airplane. The curved lines show the G-load at whieh the airplane will stall ac various aic- speeds, The upper curved line shows, for example, that at 100 mph the airplane will stall in 2 2 G turn, while at 150 mph the airplane will not stall until more than 4G is applied. The upper and lower limits at the ight side of the chart illustrate that the maximum positive ‘and negative limit load factors ( +5.67 G and -2.33 G) can be safely applied up to the limit dive speed of che aicplane. CENTER-OF-GRAVITY LIMITATIONS. Any configuration of external load that the airplane is designed to carry may, be installed without exceeding, the CG limits. There is only one possible loxding con dition thae could cause the airplane CG to exceed its 7“OPE ATING FLIGHT STRENGTH _ ‘DESIGN GROSS Lua WEIGHT (5300 POUND ma Figure 5-2 imitation, This could occur when fuel supply is low on a solo flight with no baggage. The result would be a slightly nose-heavy condition. Therefore, when this situation ie encountered, additional care must be exer- cised during the flare-out (co prevent a two-point touch- down with the possibility of striking the propeller) and immediately after the touchdown (to prevent nosing cover). However, this nose-heavy condition can be pre- vented by carrying a load of approximately 100 pounds pvr oor one in the baggage compartment to keep the CG within limits. WEIGHT LIMITATIONS. ‘The maximum allowable gross weight of the airplane cannot be exceeded. However, the baggage compart: ment should not be' loaded in excess of its maximum capacity of 100 pounds.CHANDELLES ‘The Chandelle is a maximum performance climbing turn of 180° which tests the pilot's ability to use coordination and technique throughout. Procedure A. From straight and level flight (cruis- ing throttle), dive slightly until you reach a speed of about 16) mph. B. Roll the airplane into a gentle turn. C. When the bank is established, apply increasing back pressure to achieve a climb- ing turn. D. Maintain the turn—without variation throughout—until your heading has changed, 180°. Level off, and maintain straight and level flight. Cheek Your Own Mistakes Any flier can do @ Chandelle—of a sort. ‘Your instructor will show you how he wants you to do it. Bear in mind that the Chandelle is a maneuver that must be planned. Once you have established your flight path you must adhere to it and not try to correct bank or rate-of-turn during the maneuver. Get the most out of your airplane, but avoid partial stalls at recovery because of poor timing and failure to release back pressure smoothly. If you have any preconceived ideas of Chandelles, forget them. Fly the Chandelle as. your instructor teaches it. He will watch for smooth coordination and maximum perform- ance. He won't approve of second guessing and jerky corrections. He will expect you to do smooth, positive Chandelles,LAZY EIGHTS The Lazy Eight will develop your timing, coordination, and orientation, Remember one fact above all others: A Lazy Eight should be lazy. Basically the Lazy Eight is a dive, a climb, and a turn, As seen by the pilot, the nose of the airplane describes a figure eight on the horizon by eutting through a fixed reference point on the horizon, Procedure A. From straight and level flight (about 140 mph), apply back pressure on the stick, bring the nose of the plane up to the horizon, and start a gentle turn toward the axis or reference point of the Fight. B. Continue the climbing turn until the nose of the airplane cuts through the axis or reference point st 90° from the original head- ing. At this point of the maximum perform- ance mancuver you should have minimum flying speed. ©. Next, roll up so that the airplane will be level as it passes through the horizon 180° from the original heading. D. When the nose reaches the horizon, start banking in the opposite direction — starting the next turn of the Lazy Eight, which you will execute in the same manner. Cheek Your Own Mistakes That part of your turn which is below the horizon should not be greater than that part of the turn above the horizon. Keep the nose of your plane from going beyond, or short of, the reference point. Rolling into the climbing turn too fast or too slow will make a good Lazy Eight almost impossible to perform. Proper planning is the Key to this maneuver. Plan it 20 you exhaust your speed at the top of the Eight and maintain smoothness and coordination thoughout. Proficiency Expected ‘Your instructor will demonstrate the Lazy Eight and he will expect you to do it smoothly and accurately after 2 few periods of solo practice without letting the horizon get away from you. The difference between a Lazy Eight and a lousy Eight often depends on your planning of the maneuver. 10Aerobatics are taught to make you master of your airplane and to perfect your coordi- nation in all maneuvers. Aerobatics, as ‘such, are of little or no use in combat. Your in- structor will help you iron out your rough spots before you practice aerobatics alone. He will give you check rides frequently to see that you are on the beam and that your proficiency is improving. You can become sharp at aerobatics only by practice. Learn to do all the maneuvers in both directions. Don’t be a right or left handed cripple in acrobatics. NQRMAL, LOOPS The loop is a basic aerobatic maneuver to sharpen maximum performance ability; to bring out errors in coordination and partic- ularly to point up the problem of throttle coordination Procedure A. Pick a point on the horizon and dive the airplarie gently to a speed of 190 mph with the throttle set at normal cruise. B. Apply back pressure on the stick and " | i \ advance throttle as the plane passes a 45° attitude, Release back pressure as you near the top of the loop and coordinate rudder, releas- ing left rudder pressure and slowly increas- ing right rudder pressure. D. As the nose drops in the top of the loop, reduce throttle to normal cruise and re- cover from the loop making as nearly a per- fect circle as possible. Check Your Own Mistakes You may tend to make egg-shaped loops. This is usually caused by failure to release back pressure as you approach the top of the loop. You may have some difficulty at first with proper throttle coordination. You will get more performance out of an AT-6 than you did from the BT's, but you can't stand it on its ear. Wateh loop entry carefully, make it smooth. If you pull into a loop too quickly you may induce a high speed stall before you start the maneuver. Profici ney Required Your instructor will expect you to do a nearly perfect loop without losing or gaining altitude, demonstrating good throttle coord- ination and maintaining your original head- ing within 5” at the loop recovery. 11a2MAXIMUM PERFORMANCE LOOP ‘This slow speed loop is a further coordina- tion exercise to perfect maximum perform- ance. After you show proficiency in the nor- mal loop your instructor will demonstrate ‘this maximum performance loop. Procedure A. From straight and lovel flight piek a point on the horizon and start the loop in level flight with a normal cruising speed of 160 mph. B. Apply slightly faster back pressure on the stick to bring the airplane into its loop quickly and advance throttle before the 45° angle is reached. C. Relax back pressure on the stick slightly before the top of the loop, and at this slow speed relax right rudder pressure a lit- tle earlier. ‘D. In the top of the loop, return the throt- CUBAN EIGHTS ‘The Cuban Eight is your old friend, the Eight, which you have been practi since primary training. But instead of doing the Hight horizontally, you do the Cuban Eight vertically with two half loops with half rolls at the top of each loop. Procedure A. Select a long, straight highway or any ground mark for use as a reference line B. From straight and level fight dive gently until you reach an airspeed of 190 mph. Apply back pressure and advance throt- tle after reaching an angle of 45°. Continue the procedure the same as in the normal loop. C. At the very top of the loop, as the nose of the plane starts down, make a coordinated roll either to the right or to the left D. At the point of roll-out, when the plane attains about 190 mph, start the second half of the maneuver; perform it exactly the same as the first half. The throttle coardina- tle to normal cruise and execute the remain- der of the maneuver, coming out on the point previously selected, Check Your Own Mistakes Normal errors in this slow speed loop are about the same as those in the normal loop. You may tend to stall out on top of this loop, but correct throttle coordination and relax- ing back pressure on the stick at the proper time will correct these errors. Proficiency Expected The flight path of the maximum perform ance loop is slightly egg-shaped because of the slow speed at which the loop is finished. You should be able to do the maneuver with little or no loss or gain in altitude, and main- tain your original heading within 5° at loop recovery. tion in the Cuban Bight is exactly the same as that in a normal loop. Check Your Own Mistakes There is nothing difficult in the Cuban Eight. Make certain that you do not develop preference for doing your half roll at the top of the loop in one direction only. Practice half rolling out on top, both to the right and to the left, so that you actually have no prefer- ence. Throttle coordination is exactly as in normal loop. Watch your headings; your in- structor will check you closely on this. Proficiency Expected You are expected to become reasonably Proficient on Cuban Eights after your in- structor has demonstrated them and you have had several solo practice periods. Your instructor will forgive your slight losses of altitude on Cuban Eights (up to 850 ft.) if you maintain good headings. 1314IMMELMANNS ‘The Immelman is a 180° reverse maneu- ver which consists of a half loop with a roll- out on top. Procedure A. While flying straight and level, look back and select a point over the tail for a reference point that you will use when you are completing the maneuver. B. From straight and level flight dive the airplane gently until you reach about 190 mph, making a normal loop entry with co- ordinated throttle and rudder pressures. C. As you reach the top of the loop and you still have enough flying speed to roll out, begin the roll and level off 180° from the original heading, checking with the reference point you selected in the fi =e a= Check Your Own Mistakes Don’t worry if you snap roll out of an Im- melmann when you first try it. It's a normal mistake. The AT-6 snap rolls easily at slow speed. Carry a little more speed at the top of your loop and you will be able to perform a normal aileron roll. Check yourself on the tendency to miss your heading. Remember, it isn't an Immelman unless it is a full 180° reverse. Your instructor will insist that you perfect accurate headings. Proficiency Expected You are expected to perform the Immel- in with good coordination and an altitude gain of at least 500 ft. Heading is the most important requirement. Perfection will come with practice. 1sCLOVER LEAF The Clover Leaf consists of 2 series of four loops with 90° coordinated turns (in either direction) on the inverted climbing segment of each loop. It is an orientation exercise calling for good heading and smooth flying. Procedure A. Start the first loop as you would start ‘8 normal loop. B. As the airplane reaches the vertical segment of the loop, start a coordinated turn (to left or right) which will bring you out on top of the loop in an inverted position with a heading 90° from your original heading. ©. Continue the loop on this new heading until you pass through the bottom of the loop and again approach the vertical position. D. Repeat steps B and C and D until you have completed four pull-ups and four 90° turns. Check Your Own Mistakes Guard against loss of orientation and com- plete ball-up on headings. Watch a tendency to inerease back pressure at the top of the pull-up, Too much back pressure at slow speeds may result in a snap roll. Proficiency Expected No one expects you to do anything that hasn't been taught or demonstrated. If you have become skilled in aerobatics this maneu- ver will not be difficult—if you plan ahead. After several demonstrations and a reason- able amount of practice you are expected to do Clover Leafs with good coordination and orientation throughout. 16SPLIT "S ‘The Split “S” consists of a half roll from straight and level flight to an inverted posi- tion and a pull-under, finishing the maneuver with a 180° change of direction. Its purpose is to teach coordination. Learn to do the maneuver with a minimum loss of altitude. Procedure. A. From straight and level flight at nor- mal cruise, pull the nose up and half roll at a speed of about 120 mph. B. From this position of inverted flight, reduce throttle, apply hack pressure on the stick, to dive under. C. Coordinate throttle, assume straight and level flight with a minmum loss of alti- tude, Check Your Own Mistakes Wateh the tendency to roll into inverted flight with too much speed. Once you're on your back, going too fast, your pull-under ‘ill take a lot of time and waste altitude. You can correct this by using slower speeds. Then, when you give the stick full back pressure the plane will deseribe a relatively small are to assume level light 180° from your criginal heading. Wath your heading. Your instructor will insist on a high degree of accuracy. oficiency Expected After your instructor has demonstrated and you have had several solo practice periods, he will expect you to do a well co- ordinated Split “S” recovery with good head- ing and without losing more than 2,000 ft. in the maneuver. 17ADVANCED COORDINATION MANEUVERS AV Ce Both the Three-In-One maneuver and the Clover Leaf will develop and test your skill in other aerobatics as well as your ability to plan ahead. THREE-IN-ONE MANEUVER ‘The purpose of the Three-In-One maneuver is to maintain accurate heading and orienta- tion throughout. It is purposely complicated to test your ability. Procedure A. From straight and level flight begin a half Lazy Eight at 140 mph. B. As you pass through the exis point of the Lazy Eight (at 11) mph) do a Barrel Roll around that point—with nose below horizon (at 160 mph) and then do a Chandelle in the opposite direction. 18 LAZY EIGHT Cheek Your Own Mistakes Guard against improper orientation and getting lost in the maneuver. Don’t enter the roll with too much speed. Be sure your recov- ery timing is good. In short, think ahead. Proficieney Expected ‘Your instructor will expect a reasonably high degree of accuracy in this aerobatic maneuver. He has taught you timing, coordi- nation and planning ahead throughout your aerobatic course; and he expects you to dem- onstrate them in these advanced maneuvers.Seeefha — DIRECT OVERHEAD ATTACK (Gre Your instructors encourage you to learn combat under conditions as nearly like those in the war theaters as possible. This is an exciting part of your training, You are finally getting down to brass tacks and learning to be a fighter-pilot ; but don't make your enthu- siasm an excuse for recklessness. Observe the basic safety rules as rigidly in combat prae- tice as you have in other phases of training, Re sure to stop all combat practice before you 80 below 2 minimum altitude of 5,000 ft. The safety rules have one purpose: to prepare you to kill the enemy in combat and to keep you from killing yourself in training. 19MANUFACTURER'S ENTRY SPEED ace FOR APPROVED RECOMMENDED OBATIC MANEUVERS NORTH AMERICAN T-6 RECOMMENDED MANEUVER ENTRY SPEED CHANDELLE 160 MPH LAZY EIGHT... 140 MPH SPINS. SNAP ROLL... 110 MPH SLOW ROLL........ 160 MPH BARREL ROLL. 160 MPH SPLIT “Ss”. 120 MPH Loop... ~- 190 MPH CLOVER LEAP 190 MPH IMMELMANN. 190 MPH CUBAN EIGHT. 190 MPH AVALANCHE 190 MPH NOTE: All airspeeds listed are IAS and are based on the aircraft’s typical gross weight in solo flight, or as specified in the Owner’s Manual 20