Today's Message Index:
----------------------
1. 07:54 AM - Attitude Aviation (Num1Pilot@aol.com)
2. 07:58 AM - Re: Re: Aerobatic-List Digest: 11 Msgs - 07/28/04 (PLTDBEEZER@aol.com)
3. 08:30 AM - Re: RV aerobatic maneuver parameters (PLTDBEEZER@aol.com)
4. 01:32 PM - Re: RV Acro (Rick Caldwell)
5. 05:35 PM - Re: RV Acro (CBRxxDRV@aol.com)
6. 11:30 PM - Official Usage Guideline [Please Read] [Monthly Posting] (Matt Dralle)
Message 1
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| Subject: | Attitude Aviation |
--> Aerobatic-List message posted by: Num1Pilot@aol.com
I learned to fly in the Bay Area and have flown with them about five years
ago. Everything went really well. I have several friends who fly out of
there for rentals and the aerobatics and don't hear anything bad.
I did some training with one of their L-39 pilots there at All Red Star,
great guy!
-Postal
Hartley Postlethwaite
Message 2
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| Subject: | Re: Aerobatic-List Digest: 11 Msgs - 07/28/04 |
--> Aerobatic-List message posted by: PLTDBEEZER@aol.com
Here is the parameters I use for aerobatics in My 6A. The aerobatics section
is the last half of the document.
Dave Beizer
RV6A
{\rtf1\ansi\ansicpg1252\deff0{\fonttbl{\f0\fnil\fcharset0 Times New Roman;}}
{\colortbl ;\red0\green0\blue255;}
\viewkind4\uc1\pard\nowidctlpar\sl240\slmult1\lang1033\kerning28\f0\fs20 =20
\b\fs32 FLIGHT MANEUVERS\par
\b0\fs20\par
\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs24 TAKEOFF =20
THIS OPERATING HANDBOOK WAS MADE FOR \par
\pard\nowidctlpar\sl240\slmult1\fs20 =20
PERSONAL USE - USE AT YOUR OWN RISK\par
\pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Normal Takeoff\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Short Field Takeoff\par
\pard\nowidctlpar\sl240\slmult1\par
Soft Field Takeoff \par
\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\fs24 CLIMBOUT \par
\pard\nowidctlpar\sl240\slmult1\fs20\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 Best Rate of Climb \par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 Best Angle of Climb\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\fs24 CRUISE\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 DESCENT\par
\pard\nowidctlpar\sl240\slmult1\b0\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b RECTANGULAR LANDING PATTERN\par
\pard\nowidctlpar\sl240\slmult1\b0\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b APPROACH AND LANDING\par
\pard\nowidctlpar\sl240\slmult1\fs20\par
\pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Normal Landing\par
\pard\nowidctlpar\li360\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Short Field Landing\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Soft Field Landing\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 No Flap Landing\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Crosswind Landing\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Touch and Go Landing\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Go Around Procedure\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Bounce Recovery\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li720\sl240\slmult1\tx720 Forward Slip\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\fs24 STALLS\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750\b General Stall Procedures\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 Power On Stall\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 Power Off Stall\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\fs24 SLOW FLIGHT\par
STEEP TURNS\b0\par
\fs20\par
\b\fs24 AEROBATIC MANEUVER CONCEPTS\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li1110\sl240\slmult1\tx1110\fs20 FAA Rules Concerning
Aerobatics\par
Aircraft Fuel System\par
Aircraft Oil System\par
Aircraft G Limits\par
Weight/CG Limits\par
Maneuvering Speed\par
Maneuvering Altitude\par
Seat Belts\par
Crew Briefing\par
Clearing\par
Recovery From Unusual Attitudes\par
Common Errors\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\fs24\par
AEROBATIC MANEUVERS\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750\b G AWARENESS TURNS\tab\tab\tab\tab\tab\tab\tab\tab\par
\pard\nowidctlpar\sl240\slmult1\b0\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750\b CHANDELLE\par
\par
AEROBATIC CHANDELLE\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 LAZY 8\par
\par
AEROBATIC LAZY 8\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 AILERON ROLL\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 BARREL ROLL\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 LOOP\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 IMMELMAN\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 SPLIT S\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 CLOVERLEAF\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 PITCHBACK\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 SLICEBACK\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 CUBAN 8/REVERSE CUBAN 8\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 WHIFFERDILL\par
\pard\nowidctlpar\sl240\slmult1\par
\par
\b0\par
\par
\par
\par
\par
\par
\par
\par
\b\fs28 1.\b0 \b TAKEOFF\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0\fs20\par
\b \fs24 A. NORMAL TAKEOFF\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par
- A normal takeoff is made with flaps up. 20 flaps may be used top shorten
takeoff roll.\par
If 20 flaps used retract flaps above 80 mph IAS.\par
\pard\nowidctlpar\sl240\slmult1\tx1470 - Maintain=20directional
control primarily by use of rudder. Differential braking should=20only
\par
be used during initial power application if required.
Hold the elevator aft of neutral to keep \par
weight off the nosewheel and hold sufficient aileron into
wind to prevent the upwind wing \par
from rising. Advance power smoothly to minimize the need
for differential braking early in \par
the takeoff roll. \par
- Maintain aft stick until in the takeoff attitude, then
maintain takeoff attitude until aircraft \par
lifts off. \par
- Be mentally ready to abort the takeoff in the event
of a serious aircraft malfunction or \par
engine failure\par
- When safely airborne accelerate to climb airspeed and
maintain this speed until level off.\par
\par
\pard\nowidctlpar\sl240\slmult1\b =20
Warning \par
\b0\par
When taking off from airfields with a density altitude greater than 5000=20ft
MSL, the engine should be leaned for highest static RPM during runup. Failure
to do so can adversely affect takeoff performance. An airfield well below
5000 ft in altitude may have a density altitude above 5000 ft MSL on a=20warm
day. Examples of situations with greater than 5000 ft density altitude=20include
an airfield with a 2000 ft pressure altitude at 105 deg F, a 3000 ft pressure
altitude airfield at 85 deg F, or a 4000 ft pressure altitude airfield at
65 deg F. See Section 4, Specifications/Limitations for more information concerning
performance degradation at high density altitudes.\par
\par
\b \fs24 B. SHORT FIELD TAKEOFF\par
\par
- \b0\fs20 The objective is to takeoff safely from an airfield
with a short runway and/or obstacle on \par
departure.\par
\pard\nowidctlpar\li1110\sl240\slmult1 - Use 20 flaps (1/2 flaps)\par
- Do a static runup/takeoff, ie apply brakes, runup the engine to full power,
(lean for max RPM at high altitude airports) then release the brakes=20after
determining that the engine is developing full power. \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Maintain elevator neutral until
rotation lift off speed (to minimize drag) then rotate to a slightly=20nose
high takeoff attitude. Once airborne, level the aircraft immediately and accelerate
to climb speed in ground effect.\par
- If there is a close in obstacle on departure, maintain flaps 20 until=20clear
of the obstacle. \par
- If obstacle clearance is a factor, climb out at Vx. If there is no obstacle
to clear or once clear of all obstacles, retract flaps above 80 mph and accelerate
to climb speed. \par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs24 C. SOFT FIELD
TAKEOFF\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par
- The objective of a soft field takeoff is to transfer as much weight as=20possible
to the wings as quickly as possible to minimize wheel friction with the
ground. \par
- 20 degrees of flaps (1/2 flaps) is recommended for soft field takeoffs. Keep
the airplane moving over soft ground to keep from sinking in.\par
- Maintain full aft stick during takeoff run until nose comes up to the takeoff
attitude. This minimizes/eliminates nosewheel contact with the ground. \par
- Maintain a slightly high attitude until the aircraft is airborne, then lower
the nose to accelerate in ground effect to flying airspeed. \par
\b\fs24 - \b0\fs20 Accelerate to climb speed, raise nose to climbout attitude
and retract flaps above 80 mph.\par
\pard\nowidctlpar\sl240\slmult1\b\fs24\par
\b0\fs20\par
\b\fs28 2. CLIMBOUT\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750\fs20\par
\fs24 A . BEST RATE OF CLIMB CLIMBOUT (Vy)\fs20\par
\pard\nowidctlpar\li585\sl240\slmult1\b0 \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par
- The objective of the Vy climbout is to climb to altitude in as short of time
as possible. It also provides acceptable visibility over the nose and reasonable
engine cooling. \par
- Best rate climb is done with flaps up at 100 mph.\par
- Monitor CHT below 435 deg F. and oil temperature below 245 deg F. If CHT/oil
temperature approaches these limits, reduce power and or increase airspeed.\par
- The climb can be performed at full power or power may be reduced above=201000
ft AGL to reduce engine wear. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Above 5000 ft MSL, lean as required
for smooth engine operation operation\par
\pard\nowidctlpar\sl240\slmult1\par
\b\fs24 B. BEST ANGLE CLIMB CLIMBOUT (Vx)\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par
- The objective of the Vx climbout is to climb at the steepest angle possible
for \par
\pard\nowidctlpar\li1110\sl240\slmult1 terrain/obstacle clearance or noise abatement
\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Vx - Flaps up 90 mph, =20Vx
- Flaps down 80 mph\par
- For close in obstacles/noise abatement maintain flaps 20 as required until
clear, then accelerate and retract flaps above 80 mph.\par
- Transition to a best rate climb when able in order to improve visual=20clearing
and \par
\pard\nowidctlpar\li1110\sl240\slmult1 minimize CHT/oil temperature.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - As with the best rate climb,
monitor CHT/oil temperature below maximum. If \par
\pard\nowidctlpar\li1110\sl240\slmult1 necessary to accelerate and/or reduce power
to maintain CHT/oil temperature within \par
limits, perform 360 deg turns or other maneuvers to maintain the required climb
profile.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\fs24 - \fs20 Lean as required
for smooth operation above 5000 ft MSL.\fs24\par
\pard\nowidctlpar\sl240\slmult1\fs20\par
\b\fs28 3. CRUISE\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par
- When reaching cruise altitude, maintain power at climb setting and accelerate
to cruise speed.\par
- \b Max Range Cruise\b0 - Max range cruise airspeed is approximately 140 mph
IAS. Once stabilized at max range cruise airspeed, lean the engine for maximum
economy. Using the EGT gauge lean until peak EGT to 50 deg F rich of peak.
Maintain CHT below 400 deg F. If CHT approaches 400 deg F, enrich the mixture
as required to maintain CHT below 400 deg F. Maintain oil temperature below
220 def F. If the EGT gauge is inoperative, lean until slight loss of power
(may or may not be accompanied by engine roughness) then enrich the mixture
until power is regained and power regained.\par
- \b Max Power Cruise\b0 is approximately 170 mph IAS at 75% power. 75% power
is approximately 115 horsepower. At approximately 8000 ft density altitude
full throttle operation equates to 75% power. Below this pressure altitude,
power should be reduced below full throttle to maintain below 75% power. Above
8000 ft maintain full throttle \par
\pard\nowidctlpar\li1110\sl240\slmult1 for max power cruise. \par
- Once stabilized at max power cruise speed, lean mixture approximately=20100
deg F rich of \par
peak. Ensure that the engine runs smoothly and CHT stays below 435 deg F.=20
If CHT \par
approaches 435 deg F reduce power and enrichen the mixture. Ensure oil temperature
\par
remains below 220 deg F for extended cruise operation. If oil temperature approaches
\par
220 deg F, reduce power as required. \par
- If the EGT gauge is inoperative lean until slight loss of power, (May or may
not be accompanied by roughness) then enrich for max RPM.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\fs24 - \fs20 Perform \b cruise
check\b0 after level off, then a minimum of every 15 minutes of cruise=20flight.
\fs24\par
\pard\nowidctlpar\li1110\sl240\slmult1\b\fs20 =20
Note \par
\b0 \par
\pard\nowidctlpar\sl240\slmult1 Lycoming recommends the following limits for extended
cruise operations for maximum engine life\'85\par
\par
- Engine power setting 65% or less \par
- Cylinder head temperature 400 deg F or less \par
- Oil temperature 165 - 220 deg F \par
- See \cf1\ul WWW.Lycoming.Textron.com\cf0\ulnone (Leaning Lycoming Engines)
for more information.\fs24\par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\pard\nowidctlpar\sl240\slmult1\b\fs28 4. DESCENT\par
\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par
- During descent from cruise altitude to VFR traffic pattern altitude the primary
considerations are performing a descent check, prevention of engine
\b shock cooling\b0 , prevention of \b propeller overspeeding\b0 , \b speed
control,\b0 visually \b clearing\b0 for traffic.\par
- Perform descent checklist prior to and/or during the descent.\par
- \b Shock cooling\b0 - Engine shock cooling is caused by a combination of
power reduction, increased airspeed during descent and an enrichened mixture
at lower power settings. Rapid cooling can be minimized by starting a=20shallow
descent early to prevent the need for a steep, low power descent. Reduce power
in small increments (1-2 inches manifold pressure) and lean the=20mixture
during the descent. The maximum recommended cooling rate is 50 deg=20F per minute.
Also, avoid allowing the propeller drive the engine (high airspeed, low
power setting) to avoid ring flutter which can lead to a broken piston ring.
\par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\pard\nowidctlpar\sl240\slmult1\b\par
Note \par
\b0\par
Lycoming recommends the following to prevent shock cooling during descents\'85\par
\par
- Minimum manifold pressure of 15 inches. \par
- Maximum descent rate of 1000 feet per minute \par
- Do not exceed the airspeed the aircraft was cruising at prior to the descent.
\par
- The mixture should be leaned until arriving at lower density altitudes=20(below
5000 ft density altitude) \par
- Reduce power in small increments (1 to 2 inches of manifold pressure) =20
\par
- Maximum cooling rate of 50 degrees F per minute.\par
- See \cf1\ul WWW.Lycoming.Textron.com\cf0\ulnone for more information on preventing
engine damage from shock \par
cooling.\par
\par
\par
\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - \b Prevention of propeller
overspeed\b0 - Watch engine RPM during descent to avoid exceeding the 2700 RPM
propeller limit. Start a shallow descent early to keep RPM \par
\pard\nowidctlpar\li1110\sl240\slmult1 under control.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - \b Speed Control\b0 - Using
a shallow descent will help to prevent exceeding 180 mph in rough air or 210
mph in smooth air. Aircraft overspeed is most likely to occur early in the descent
when engine power is still high to prevent shock cooling.\par
\pard\nowidctlpar\sl240\slmult1 - \b Visual Clearing\b0
- Clearing during the descent is important since you are descending \par
\pard\nowidctlpar\li1110\sl240\slmult1 through several cruise altitudes. Since
the RV-6A is a low wing aircraft, S turns may be \par
necessary during descents to clear the descent corridor. \par
\pard\nowidctlpar\sl240\slmult1\b\fs24\par
\par
\par
\par
\par
\par
\par
\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\fs28 RECTANGULAR TRAFFIC=20PATTERN\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\fi-495\li1035\sl240\slmult1\tx1035\b\fs24 PRIOR TO ARRIVAL \par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par
- Determine traffic pattern altitude, direction, frequencies, etc from inflt
pubs if not \par
\pard\nowidctlpar\li1110\sl240\slmult1 accomplished prior to flight. Get ATIS/AWOS
if available.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Approximately 20 miles out go
to Unicom/Multicom/FSS/tower frequency to determine traffic density, runway
in use etc.\par
- For unicom/FSS equipped airports, call for advisories approximately 10=20miles
out - Unicom - \ldblquote Hemet Unicom, Experimental 163 RD, 10 miles south,
2000 ft, for landing advisories,\rdblquote . FSS - \ldblquote Ukiah=20Radio
, N163 RD 10 miles south, 2000 ft, landing Ukiah, request airport advisory,
monitoring 123.6\rdblquote . \par
\pard\nowidctlpar\li1110\sl240\slmult1 \par
\pard\nowidctlpar\fi-495\li1035\sl240\slmult1\tx1035\b\fs24 PATTERN ARRIVAL=20(Unicom/CTAF
Equipped Airfield) \par
\pard\nowidctlpar\li540\sl240\slmult1\fs20\par
\pard\nowidctlpar\li1035\sl240\slmult1\b0 - Enter 45 deg to downwind=20at
pattern altitude, (1000 ft AGL if no altitude listed) \par
approximately 90 mph.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Make entry call - \ldblquote
Hemet traffic, Experimental 163 RD entering left downwind, Rwy 23, Hemet.\rdblquote
\par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\pard\nowidctlpar\sl240\slmult1\b\fs24 \b0 \b TRAFFIC PATTERN (Unicom/CTAF
Equipped Airfields) \par
\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\par
- Put flaps at 20 deg maintaining 90 mph abeam touchdown point.\par
- At a minimum of \'bc mile past the approach end, slow to 80 mph, select
full flaps, and turn base. Call base \ldblquote Hemet traffic, Experimental
163 RD left base, Rwy 23, Hemet \rdblquote .\par
- Turn final maintaining 75-80 mph. Call final. Add any gust factor to final
approach speed. If winds are very strong add 5-10 mph. \par
\pard\nowidctlpar\fi-495\li1035\sl240\slmult1\tx1035\par
\par
\b\fs24 PATTERN REENTRY/CLIMBOUT (Unicom/CTAF Airfields) \par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - If landing call exiting runway\par
- On climbout if remaining in the pattern accelerate to 90-100 mph and retract
flaps above 80 mph accelerating. Start your crosswind turn when past departure
end and within 300 ft of pattern altitude. Call crosswind.\par
- On climbout, if departing the pattern, accelerate to climb speed and retract
flaps above 80 mph. Climb out of the traffic pattern either straight out
or with a 45 degree turn in pattern direction after reaching pattern altitude.
Call exiting pattern with direction. \ldblquote Hemet traffic, Experimental
163 RD exiting east, Hemet.\rdblquote\par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\pard\nowidctlpar\fi-495\li360\sl240\slmult1\tx1035\b\fs24 COMMON
FREQUENCIES \par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
- Unicom - 122.7, 122.8, 122.725, 122.975,
123.0\par
\pard\nowidctlpar\li1035\sl240\slmult1 - Multicom - 122.9\par
- FSS Airfield Advisories - 123.6\par
- Pilot to Pilot Common - 122.75\par
- Enroute FSS Standard frequency - 122.2\par
- Flightwatch (Enroute wx observations) - 122.0\par
- Guard - 121.5 \par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\par
\par
\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs28 APPROACH AND LANDING\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\fs24 \b NORMAL LANDING
\par
\pard\nowidctlpar\li540\sl240\slmult1\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\par
- Maintain 75-80 mph until landing assured. If winds are gusty add the gust
factor to final approach speed.\par
- At 10-20 ft above the runway execute a smooth roundout while reducing power
to idle.\par
- Normal landing speed is 60-65 mph.\par
- After the main wheels touch down maintain aft stick to keep the nosegear of
the runway as long as possible to reduce nosegear wear.\par
- Minimize brake use during rollout to minimize brake wear. \par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\fs24 \b SHORT FIELD
LANDING \par
\pard\nowidctlpar\li540\sl240\slmult1\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0 - Use 40 flaps for final approach
- approach speed 70-75 mph (+ gust factor) \par
- The flair should be minimized to reduce landing distance. \par
- After the mains touchdown lower the nose and begin braking as required.\par
- For maximum brake effectiveness retract the flaps to maximize weight on the
main wheels.\par
\fs24 - \fs20 Hold the stick full aft during braking to increase weight on mains
and reduce stress on \par
nosegear \fs24 \par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b SOFT FIELD LANDING
\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par
- The soft field landing is similar to a normal landing. The major difference
is that the \par
\pard\nowidctlpar\li1110\sl240\slmult1 aircraft is held 1-2 ft off the ground as
long as possible to dissipate speed sufficiently to \par
allow the wheels to touch down gently at minimum speed.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Use full flaps unless stones,
mud, or slush thrown off wheels could damage the flaps. If \par
\pard\nowidctlpar\li1110\sl240\slmult1 so consider a no flap or 20 flap landing.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Use partial power in flair to
soften touchdown.\par
- After touchdown hold nosegear off runway as long as possible.\par
- Maintain sufficient taxi speed during rollout to avoid bogging down in=20soft
surface. \par
- Keep aircraft moving until on hard surface or parked.\par
\par
\par
\pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b \fs24 NO-FLAP
LANDING \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par
- The no-flap landing is flown at 80 mph ( plus gust factor) =20
\par
- Landing distance is significantly longer for a no flap approach. Ensure runway
available \par
is sufficient prior to the approach. =20
=20
\par
- The no-flap approach and landing is useful in strong or gusty winds, high crosswind
\par
situations, or when or when debris on runway could damage the flaps. =20
=20
\par
- The nose will be slightly higher on final approach making it more difficult
to see the runway on final. =20
\par
- Due to the lack of flap drag it is more difficult to slow the aircraft on
base and final (a forward slip may be necessary and there is a tendency=20to
float in the flare, \par
especially if airspeed is faster than recommended. Excessive speed on short
final can significantly increase landing distance. =20
\par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\par
\par
\par
\par
\par
\par
\pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b \fs24 CROSSWIND
LANDING\par
\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par
- Crosswind landing techniques are required anytime there is a crosswind=20component.
It \par
is used in conjunction with all landing procedures discussed in this manual.
\par
- The objective is to land in the center of the runway at the designated=20landing
point with no drift and the aircraft fuselage lined up with the runway.
The aircraft will be in a slight bank on landing.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Maintain a wings level drift
correction (crab) on final approach to keep the aircraft flight \par
\pard\nowidctlpar\li1110\sl240\slmult1 path aligned with the runway centerline.
The crosswind component may change significantly while descending on final requiring
constant heading corrections (Usually decreasing drift correction) \par
- Approaching the flare use rudder to align fuselage with the runway. Bank
aircraft into wind to keep flight path aligned with runway centerline. \par
- Maintain this wing low attitude to touchdown, landing first on the upwind
main wheel, \par
then the downwind main gear. \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Maintain crosswind controls
throughout landing/back taxi.\par
- Maximum crosswind component is 15 knots. Consider a no flap or \'bd flap
landing in high crosswind conditions. Use of full flaps is not recommended
with high crosswinds. \par
\pard\nowidctlpar\li1110\sl240\slmult1 \par
\pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b\fs24 TOUCH AND GO
LANDINGS \par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par
- Perform a normal landing. Maintain crosswind controls as required.\par
- Maintain aft of neutral stick to minimize weight on the nosewheel.\par
- Put the flaps up and smoothly apply full power. (flaps may be left in=2020
or 40 deg position if desired) Ensure mixture is full rich.\par
- At 50 - 60 mph rotate to the takeoff attitude. Maintain crosswind controls
as required until safely airborne, then transition to a wings level crab to
maintain the desired flight path. Retract flaps from 40 to 20 when safely airborne,
20 to 0 above 80 mph.\par
- Be prepared to abort the takeoff prior to rotation in the event of an aircraft
malfunction. \par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b\fs24 GO AROUND
\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par
- In the event of a planned or unplanned go around, apply full throttle and
bring pitch attitude up to approximately takeoff attitude. Ensure mixture is
full rich. If flaps are 40 \par
\pard\nowidctlpar\li1110\sl240\slmult1 deg raise them to 20 deg to reduce drag.
Once safely climbing out above 80 mph , retract \par
flaps if desired.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - At high altitude airports=20(above
5000 ft msl) it may be necessary to lean the engine for \par
\pard\nowidctlpar\li1110\sl240\slmult1 maximum power/smooth operation once initial
power/flap position and pitch are established.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Accelerate to pattern airspeed
(90 mph) or climbout airspeed as required. \par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b\fs24 BOUNCE RECOVERY
\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par
- The bounce recovery procedure is similar to the go around procedure but is
initiated either after the aircraft has bounced or when a bounce appears possible
or probable\par
- Set full throttle and simultaneously bring the pitch attitude up to approximately
takeoff \par
\pard\nowidctlpar\li1110\sl240\slmult1 attitude. Do not change the flap setting
until the aircraft is safely climbing away from the ground. Ensure mixture
is full rich.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - If the bounce recovery is performed
prior to the bounce it will reduce the intensity of the bounce.=20 If
performed after the bounce it will prevent or reduce the intensity of a=20second
\par
\pard\nowidctlpar\li1110\sl240\slmult1 bounce and prevent a pitch induced oscillation
and/or nosewheel landing.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Once safely climbing away from
the ground set flaps 20 (If flaps were set at 40 deg). \par
\pard\nowidctlpar\li1110\sl240\slmult1 Above 80 mph climbing/accelerating flaps
may be fully retracted as required.\par
- Accelerate to pattern airspeed (90 mph) or climbout speed as required.
\par
\fs24\par
\pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b FORWARD SLIP =20
\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par
- The purpose of the forward slip is to dissipate altitude quickly without increasing
airspeed. It is useful during forced landings when an extra margin
of altitude is used to assure landing. It is also useful on a no flap=20landing
due to the lack of drag on the airplane on final approach.\par
- If performed in a crosswind on final approach it should be performed with
the low wing \par
\pard\nowidctlpar\li1110\sl240\slmult1 upwind similar to a normal crosswind=20landing
attitude.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Slipping should be done with
power at or near idle to increase descent rate.\par
- To initiate the slip, bank into the wind using aileron, then use opposite
rudder so that the longitudinal axis is at an angle to the flight path.\par
- Maintain pitch attitude as required to maintain final approach airspeed\par
- The forward slip should be discontinued in time to establish a stabilized
approach to land.\par
- To discontinue the slip, release rudder pressure while leveling wings=20and
adding power as required.\par
- Be cognizant of your sink rate at low altitude. Avoid overshooting your
desired glidepath by holding the slip to long. \par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs28 STALLS \par
\pard\nowidctlpar\sl240\slmult1\fs24\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750 GENERAL CONCEPTS
\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - The purpose of practicing approach
to stall recoveries is to learn to recognize stall \par
\pard\nowidctlpar\li1110\sl240\slmult1 indications in order to avoid the stall,
as well as to recover from a stall if it does occur.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - This aircraft has no angle of
attack/stall indicators other than the airframe buffet/stall \par
\pard\nowidctlpar\li1110\sl240\slmult1 indications. It is important to learn what
these indications feel/sound like to avoid \par
inadvertent stall/spin entry, especially during low altitude approach maneuvers\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Practice stalls should be performed
so as to recover at a minimum of 1500 ft AGL. A 2000 ft AGL entry should
assure recovery above 1500 ft AGL, however higher altitudes will=20provide
a greater safety margin.\par
- Prior to performing stalls, ensure you are in an area with little traffic,
away from all \par
\pard\nowidctlpar\li1110\sl240\slmult1 airways and airport approach corridors.
Stalls should not be practiced over congested \par
areas. Flight following may be used to warn of conflicting traffic in the area.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Check engine instruments=20and
fuel gauges prior stalls.\par
- Clear area prior to and during stall maneuvers. Use clearing turns as required.\par
- Maintain coordinated flight during all stall entry/recovery maneuvers to avoid
spin entry.\par
- In the event of a spin entry, perform the spin recovery in section 3, =20this
manual. \par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750\b\fs24 POWER-ON
STALL\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20 \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - The power on stall simulates
takeoff/climbout stalls. It can be performed wings level or a bank angle not
to exceed 20 degrees.\par
- Clear area. Establish level flight on a specified heading or bank angle at
an altitude that assures recovery above 1500 ft AGL\par
- Raise nose to an attitude which the aircraft will not maintain airspeed at
full throttle. (approximately 20 degrees nose high), Apply approximately
75% power. Use rudder to coordinate flight.\par
- At stall indication (buffet, nose drop, wing drop, side movement of nose)
ease stick forward to reduce pitch attitude/AOA while advancing throttle to maximum.
Use coordinated rudder/aileron inputs to return to wings level flight.\par
- Continue recovery until climbing/accelerating well above stall speed. =20
\b\par
\pard\nowidctlpar\fi-390\li750\sl240\slmult1\tx750\par
\b0\par
\b\fs24 POWER-OFF STALL\par
\pard\nowidctlpar\li750\sl240\slmult1\b0\fs20 \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - The power off stall simulates
a stall during a flaps down approach. It can be practiced with flaps=2020
or 40 deg (or no flap) and wings level or with a bank angle up to \par
\pard\nowidctlpar\li1110\sl240\slmult1 30 degrees maximum.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Clear area. Select an altitude
that assures recovery by 1500 ft AGL. Slow to 90 mph and select flaps 20
or 40.\par
- Slow to final approach speed (80 mph) and set up a descent similar to=20final
approach.\par
- Reduce power and raise nose, allowing airspeed to slowly bleed off. Maintain
this pitch attitude until the stall indications.\par
- At stall indications ease stick forward to break stall while applying full
throttle. Apply \par
\pard\nowidctlpar\li1110\sl240\slmult1 coordinated rudder/aileron inputs to=20roll
wings level. If flaps were at 40 degrees retract to 20 degrees.\par
- When climbing/accelerating above 80 mph, retract flaps to zero.\par
\par
\par
\b NOTE\par
\b0\par
To prevent flap damage, ensure flaps are retracted prior to accelerating above
100 mph. \par
\par
\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs24 =20
SLOW FLIGHT\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par
- The objective of slow flight is to practice maneuvering the aircraft in various
configurations at 20% above stall speed. (1.2 x stall speed)\par
- Minimum altitude during steep turns is 1500 ft AGL. Start a minimum of 2000
ft AGL \par
\pard\nowidctlpar\li1110\sl240\slmult1 to allow for altitude deviations.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Airspeed for slow flight:
Flaps 20/40 - 60-65 MPH, Flaps up -65- 70 MPH\par
- Use coordinated rudder/aileron inputs for all maneuvering.\par
- Turns should be practiced with up to 30 degrees of bank in level flight,
20 degrees in \par
\pard\nowidctlpar\li1110\sl240\slmult1 climbing or descending flight. \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - The high power settings=20and
slow speed associated with slow flight can cause the CHT \par
\pard\nowidctlpar\li1110\sl240\slmult1 and oil temperature to raise. Monitor CHT/oil
temps within limits during slow flight.\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs24 =20STEEP
TURNS \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\fs20\par
- Practicing steep turns improves the crosscheck required to maneuver the aircraft
while maintaining level flight.\par
- Steep turns must be performed above 1500 ft AGL. Start a minimum of 2000
ft AGL to \par
\pard\nowidctlpar\li1110\sl240\slmult1 allow for deviations.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Start the steep turn at=20100-160
mph. Roll into 45 degrees of bank and increase back \par
\pard\nowidctlpar\li1110\sl240\slmult1 pressure as required to maintain level flight.
Maintain entry airspeed. A slight power increase is required to=20maintain
entry airspeed. Roll out on predesignated headings to \par
practice leading your rollout.\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Attempt to remain within 100
ft of entry altitude, 10 mph of entry airspeed, and maintain within 5 degrees
of bank angle.\par
- Steep turns may also be practiced at 50 - 60 degrees of bank using 140-180
mph\par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\par
\par
\par
\par
\par
\par
\par
\par
\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b\fs28 AEROBATIC MANEUVER CONCEPTS\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\fi-360\li540\sl240\slmult1\tx900\b\par
\pard\nowidctlpar\fi-405\li1515\sl240\slmult1\tx1515\fs24 FAA RULES CONCERNING
AEROBATIC FLIGHT \par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\fs20 - FAA definition of aerobatics (91.303)\b0 - Intentional maneuver
involving abrupt \par
change in attitude, or abnormal acceleration not necessary for normal
flight. \par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\li1110\sl240\slmult1\b - Aerobatic flight restrictions
(91.303\b0 ) \par
\par
- Not over congested area of city/town/settlement or open assembly
of persons\par
- Not within lateral boundaries of class B,C,D, or E airspace designated
for airport.\par
- Not within 4 nm of airway centerline\par
- Not below 1500 ft AGL \par
- Flight visibility 3 sm or greater \par
\par
\b - When is a parachute required? (91.307)\b0 When carrying someone
other than a crew- \par
member and bank is greater than 60 deg or pitch attitude greater than
+/- 30 degrees \par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-405\li1515\sl240\slmult1\tx1035\tx1515\b\fs24 AIRCRAFT=20FUEL
SYSTEM CONSIDERATIONS \par
\pard\nowidctlpar\li1110\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1470\sl240\slmult1 - This aircraft\rquote s fuel system is
designed for positive or negative G aerobatics. The right \par
\pard\nowidctlpar\li1110\sl240\slmult1 fuel tank contains a flop tube
that allows fuel to flow under negative G. The left tank \par
inlet tube is only submerged under positive G. The right tank=20should
be used \par
whenever possible for aerobatics. The left tank should be limited
to .5 G.\par
- The fuel tanks should be balanced as closely as possible prior=20to
aerobatics. \par
\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 \fs24 \b =20
AIRCRAFT OIL SYSTEM LIMITATIONS\b0\fs20 - This aircraft does not have=20an
\par
inverted oil system and is designed for positive
G aerobatics only. Minimum G for \par
maneuvering is +.5 G. \par
\pard\nowidctlpar\sl240\slmult1\par
\b\fs24 AIRCRAFT G LIMITS \par
\pard\nowidctlpar\sl240\slmult1\tx360\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0\fs20 =20
\b - At or below aerobatic gross weight (1375 lb) =20\par
=20
\par
\b0 - Symmetric - +/- 6 G\rquote s=20
\par
- Asymmetric - +/- 4.0G\rquote s =20
\par
\pard\nowidctlpar\sl240\slmult1\tx360\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 \b -
Above aerobatic gross weight (1650 lb maximum) =20
\par
\pard\nowidctlpar\sl240\slmult1 \par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0 =20
- Symmetric - +/- 5.0 G\rquote s\par
- Asymmetric - +/- 3.3 G\rquote s =20
\par
\pard\nowidctlpar\sl240\slmult1\tx360\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 -=20
If the aircraft is over G\rquote d, land as soon as practical and inspect for
damage. For a \par
\pard\nowidctlpar\sl240\slmult1 major over G, (greater
than 20% over G limits) a controllability check should be \par
performed prior to landing. (See Section 3, Emergency
Procedures) \par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 \b\fs24\par
\pard\nowidctlpar\sl240\slmult1\b0 \b WEIGHT/CG LIMITS =20
\par
\pard\nowidctlpar\sl240\slmult1\tx360\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0\fs20 =20
- Max aerobatic gross weight (6 G) - 1375 lb\par
- Max gross weight for limited aerobatics (5G) - 1650 lb
\par
- Aerobatic CG limit - 26.5% MAC/15.37 in aft of wing leading
edge. \par
\b NOTE\par
\pard\nowidctlpar\sl240\slmult1\b0\par
\b Aerobatics are prohibited above 1650 lb gross weight.\par
\b0\par
\par
\pard\nowidctlpar\fi-375\li1395\sl240\slmult1\tx1395\b\fs24 MANEUVERING SPEED
\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 -=20
Maneuvering speed at max aerobatic gross weight is 130 mph. Above this speed
full \par
\pard\nowidctlpar\sl240\slmult1 aft stick deflection=20will
result in an over G. Below this speed the aircraft will stall \par
prior to over G.\par
\pard\nowidctlpar\li1110\sl240\slmult1 - At gross weights below 1375
lb maneuvering speed is lower than 130 mph. At \par
weights above 1375 lb the G limit is +/- 5 G\rquote s and thus the
maneuvering speed is \par
considerably less. \par
\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-375\li1395\sl240\slmult1\tx1395\b\fs24 MANEUVERING ALTITUDE
\par
\pard\nowidctlpar\li1020\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1395\sl240\slmult1 - Minimum altitude for aerobatics/stalls/slow
flight/steep turns is 1500 ft \par
\pard\nowidctlpar\li1110\sl240\slmult1 AGL. (FAR 91.303). A =20reasonable
altitude to begin maneuvers is 3000 to 5000 ft \par
AGL. This allows for a descent during the maneuver as well as allowance
for errors \par
in the maneuver. \par
\par
\pard\nowidctlpar\fi-375\li1395\sl240\slmult1\tx1395\b\fs24 SEAT BELTS \par
\pard\nowidctlpar\li1020\sl240\slmult1\fs20\par
\pard\nowidctlpar\li1395\sl240\slmult1\b0 - Prior to performing aerobatics,
check that the lap belt is tight. If a negative G \par
\pard\nowidctlpar\li1500\sl240\slmult1 maneuver is performed (planned or unplanned)
with a loose lap belt, you \par
\pard\nowidctlpar\li1110\sl240\slmult1 will raise several inches off
the seat bottom, making aircraft control difficult and \par
possibly causing canopy/cranium damage. \par
\pard\nowidctlpar\li1020\sl240\slmult1\par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b\fs24 AEROBATIC=20CREW
BRIEF \par
\pard\nowidctlpar\li1020\sl240\slmult1\b0\fs20 \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par
- Passengers/crew members should be briefed prior to any aerobatic=20maneuvers.
The \par
\pard\nowidctlpar\li1110\sl240\slmult1 briefing, as a minimum, should
include the following items\'85 \par
- Planned maneuvers \par
- Planned G forces \par
- A verbal and hand signal indicating a desire to stop maneuvering
immediately. =20
\par
\pard\nowidctlpar\sl240\slmult1 - Location/use
of puke bag. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Change of aircraft=20control
(Shaker is the taker)\par
- Emergency procedures/loss of aircraft control\par
=20
\par
\pard\nowidctlpar\sl240\slmult1 \b\fs24 CLEARING =20
\par
\pard\nowidctlpar\li1110\sl240\slmult1\b0\fs20\par
- Due to rapid altitude changes during aerobatic maneuvers, clearing
prior to and \par
\pard\nowidctlpar\sl240\slmult1 during maneuvers
is essential to safety.\par
\b \b0 - Find an area with very little=20traffic
prior to performing aerobatics. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Clear area directly ahead
of you as well as airspace you will use during maneuver. \par
- Perform clearing turns prior to each maneuver. =20
\par
- Use of ATC flight following to warn of aircraft in the area is recommended.
\par
\pard\nowidctlpar\sl240\slmult1 \par
\par
\par
\pard\nowidctlpar\fi-405\li945\sl240\slmult1\tx945\b\fs24 RECOVERY FROM
UNUSUAL ATTITUDES \par
\pard\nowidctlpar\sl240\slmult1\fs20 \par
General Concepts \par
\pard\nowidctlpar\li1185\sl240\slmult1 \par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0 - A botched
maneuver, insufficient or excessive entry speed, airspeed indicator \par
malfunction, or even disorientation can result in a nose
high, slow speed or a nose \par
low, high speed situation. Improper recovery from a=20these
situations can result in \par
stall/spin, over G, or even ground impact. \par
- The first step is to recognize and confirm that you are in
an unusual attitude and that \par
you need to recover. Excessive speed is often first recognized
by the loud noise of \par
air flowing over the aircraft. Slow speed is sometimes first
noticed by a very quiet\par
cockpit. Very rapid movement of the airspeed indicator/altimeter
or pegged VVI \par
can be the first clue. Pitch sensitivity can be a first clue
of excessive airspeed while \par
sluggish control response or even stall indications can indicate
slow speed. \par
\pard\nowidctlpar\fi-360\li1545\sl240\slmult1\tx900\tx1545\par
\b Nose high, slow speed \par
\pard\nowidctlpar\li1185\sl240\slmult1\b0\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360 - A nose high,
slow speed situation can be caused by starting a loop, immelmanm, \par
cuban 8, or pitchback with insufficient airspeed or using
insufficient G during the \par
pullup on vertical maneuvers. Disorientation can also result
in a nose high, slow \par
speed situation. \par
- Once you determine that you are in a nose high, slow speed situation,
reduce load \par
on the aircraft to approximately \'bd to \'bc G and smoothly
apply full throttle. \par
- Maintain your present bank angle until the nose drops below
the horizon and you \par
are accelerating. Once the nose is below the horizon, roll
wings level. As the \par
airplane reaches a good flying airspeed (90-100 mph), smoothly
bring the nose \par
back up to horizon. Resist the temptation to pull back up to
the horizon too soon \par
and/or too aggressively. If your airspeed is still low, your
G available will be \par
relatively low and this could lead to an accelerated stall
during the pullup. \par
- The most common error on this recovery is pushing the stick
too far forward \par
resulting in a negative G stall/spin. Smoothly push to about
\'bd to \'bc G. \par
\pard\nowidctlpar\li1110\sl240\slmult1 \par
\pard\nowidctlpar\li540\sl240\slmult1\b Nose low, high speed=20
\par
\pard\nowidctlpar\li1185\sl240\slmult1 \par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0 - This situation
could result from starting a split s, or sliceback from an excessive
\par
speed and/or using insufficient G during the maneuver. =20Disorientation
or a muffed \par
aerobatic maneuver can also lead to this situation.\par
\pard\nowidctlpar\sl240\slmult1 - The first step is to recognize
that you are at high speed accelerating. Avoid the \par
tendency to jerk abruptly back on the stick due to ground rush.
This could result in a \par
major over G and even aircraft breakup. If you start your
aerobatic maneuver at a safe \par
altitude you should have plenty of altitude to effect a recovery.\par
- Roll to the nearest horizon while reducing power to idle.
If the nose is extremely low (60 \par
degrees for example) this may be difficult, especially if inverted.
Look out the top and/or \par
side of the canopy if necessary to find the horizon. The most
critical case here is if you \par
are inverted with the nose slightly below the horizon. =20If
you fail to roll to the horizon \par
before pulling in this scenario you are basically performing
a split S, resulting in excessive \par
altitude loss and additional speed buildup. If the nose is
90 degrees below the horizon, on \par
the other hand, any direction you pull is the same distance
to the horizon. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Once wings level with the horizon SMOOTHLY
pull the nose back up to the horizon. \par
Avoid the tendency to over G the aircraft as it may be pitch sensitive=20due
to excessive \par
speed and/or out of trim condition during the initial portion of the pull.
Use the G meter \par
during the pullup if necessary to avoid overstressing the aircraft.\par
\pard\nowidctlpar\sl240\slmult1 - Once recovered to
level flight add power as necessary to maintain altitude \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Many aircraft have been lost due to
the pilot\rquote s failure to roll to the nearest horizon \par
and/or reduce power prior to pulling out of the dive. =20
\par
\fs24 \par
\pard\nowidctlpar\sl240\slmult1\b COMMON AEROBATIC ERRORS\fs20
\par
\par
\pard\nowidctlpar\fi-360\li1095\sl240\slmult1\tx1095 Propeller Overspeed=20
\par
\pard\nowidctlpar\sl240\slmult1\b0\par
\pard\nowidctlpar\li1095\sl240\slmult1 - Propeller overspeed is most common during
an increasing airspeed/decreasing altitude \par
\pard\nowidctlpar\li1110\sl240\slmult1 maneuvers such as a split s/sliceback.
Reduce power prior to (preferable) or during \par
(acceptable) the maneuver to prevent exceeding 2700 RPM during the maneuver.
\par
- Use the recommended entry parameters in this section (airspeed/power setting)
to prevent \par
overspeeding the prop/engine. \par
\par
\pard\nowidctlpar\fi-360\li1095\sl240\slmult1\tx1095\b Aircraft Overspeed
\par
\pard\nowidctlpar\sl240\slmult1\b0\par
\pard\nowidctlpar\li1095\sl240\slmult1 - The RV-6 accelerates relatively fast
during steep descents due to the lack of drag inherent \par
in it\rquote s design and construction. The RV-6 also has a relatively=20low
Vne orf 210 mph. \par
These two facts combined with excessive entry speed/power and or improperly
performed \par
maneuvers can quickly lead to an aircraft overspeed. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Using the recommended parameters/techniques
for each maneuver is the best insurance \par
against overspeeding the aircraft. The split s and sliceback are the most
critical maneuvers \par
for airspeed buildup. Be cognizant of nose position, power, and acceleration
anytime the \par
nose is below the horizon. Anticipate situations that can lead to an overspeed
and take \par
steps to avoid them. \par
- If performing aerobatics in other than smooth air reduce maneuvering speed
to prevent \par
over G due to gusts. Reduce maximum airspeed to 180 mph. \par
- If a maneuver is not going well, transition early to the appropriate unusual
attitude \par
recovery before the situation gets any worse. \par
\pard\nowidctlpar\sl240\slmult1 \par
\pard\nowidctlpar\fi-360\li1095\sl240\slmult1\tx1095\b Over G =20
\par
\pard\nowidctlpar\li735\sl240\slmult1 \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\b0\par
- It is very easy to exceed the maximum G of the aircraft when performing aerobatic
\par
maneuvers. \par
- Do not plan to use the maximum G of the aircraft for any maneuver. Plan a
maximum of \par
4.0 G\rquote s symmetric/3.0 G\rquote s asymmetric to allow for G overshoot.\par
- Perform \b G awareness turns\b0 prior to each aerobatic session. (See=20description
of G \par
awareness turns in aerobatic maneuver descriptions later in this section)
These turns give \par
you the opportunity to reacquaint your body to the feel of 3-4 G\rquote
s while performing a \par
maneuver simple enough that it allows time to reference the G meter during
the maneuver. \par
When performing aerobatics there is rarely time to reference the G meter.
The eyes should \par
be focused outside the aircraft clearing and refining the maneuver. G=20awareness
turns \par
allow you to calibrate your body to the feel of G\rquote s so reference to
the G meter is not \par
required. If you are pulling G\rquote s daily this is not much of a problem.
If high G \par
maneuvering is sporadic, however, G awareness tends to dull. Continue=20to
do G awareness \par
turns until you can pull right into 4.0 G\rquote s ( +/- .2 G\rquote s) .
Check the G meter after \par
established in your 4 G turn to confirm your body\rquote s calibration=20to
feel of G forces. This \par
also gives you an opportunity to practice your \b G straining maneuver\b0
to prevent G \par
induced blockout. \par
- Aerobatic maneuvers should always be practiced at a high enough altitude that
there is \par
altitude to recover in the event of a muffed maneuver without overstressing
the aircraft. \par
- Perform maneuvers below maneuvering speed (130 mph at aerobatic gross weight)
\par
whenever possible to prevent an over G. \par
- Do not perform aerobatic maneuvers in turbulent/gusty conditions to reduce
the possibility \par
of an over G due to a wind gust. \par
- Whenever above maneuvering speed be aware of the possibility of overstressing
the \par
aircraft. \par
- Above all, fly the airplane smoothly, especially in the pitch axis when performing
\par
aerobatic maneuvers. \par
- If an over G occurs the aircraft should be thoroughly inspected prior to the
next flight. If \par
the over G is greater than 20% or structural damage is suspected, perform
a controllability \par
check prior to landing. \par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li1095\sl240\slmult1\tx1095\b Disorientation =20
\par
\pard\nowidctlpar\sl240\slmult1\b0\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par
- The best defense against spatial disorientation during maneuvering is=20to
avoid situations \par
that make you susceptible to disorientation. The following are some situations
that can \par
make you susceptible\'85\par
\pard\nowidctlpar\li1470\sl240\slmult1 - Performing aerobatic maneuvers=20with
insufficient or no training \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Performing aerobatics over
a calm blue lake or ocean in which sky and ground look \par
similar.\par
- Performing aerobatics with sinus/nasal congestion and/or while=20self
medicating. \par
- Performing aerobatics in hazy conditions and/or with a poor horizon.
\par
- Performing aerobatics in dusk or night conditions. \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - The most important step in recovering
from a spatial disorientation situation is \par
recognizing that you are disoriented. If this step is not accomplished a
recovery is \par
probably not possible. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Once you determine you are disoriented,
use all possible aids to determine your attitude.\par
Find the horizon, refer to the attitude indicator, reference the airspeed
indicator, VVI, \par
and altimeter to determine if you are climbing or descending. You can also
give the \par
aircraft to the non-flying pilot (if you have one and he is not also disoriented)
\par
- Once you determine your attitude, use the previously discussed unusual attitude
recovery \par
procedures to recover to level flight if required. \par
\par
\pard\nowidctlpar\sl240\slmult1\par
\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\tx900\b\fs28 MANEUVERS\par
\pard\nowidctlpar\sl240\slmult1\tx1065\b0\fs20 \par
\b\fs24 G AWARENESS TURNS \par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1 - The purpose of G awareness turns is
to familiarize your body with the feel of 3-4 G\rquote s \par
while performing a simple maneuver prior to performing more complex aerobatics.
\par
These turns allow you to calibrate your body with the G meter so reference
to the \par
accelerometer is not required during subsequent maneuvers. It also warms
up the body \par
and allows you to practice the G straining maneuver prior to more demanding
maneuvers.\par
- The G awareness turn is a\b 3-4 G \b0 level or slightly descending turn.
Start at approximately \par
maneuvering airspeed (\b 130-140 mph)\b0 using \b 80-90 degrees of bank\b0
for approximately \par
90 degrees of turn. Cross check the G meter as required to calibrate your
body. Practice \par
your G straining maneuver during G awareness turns. \par
\par
\par
\pard\nowidctlpar\fi-495\li360\sl240\slmult1\tx1035\b \fs24 CHANDELLE=20
\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par
- Entry parameters - \b 120 to 150 mph\b0 , approximately \b 75% power\b0 ,
level to slightly \par
\pard\nowidctlpar\li1110\sl240\slmult1 descending flight, lined up with or
perpendicular to a ground line reference. \par
- Find a road, fence line, or other line reference on the ground. Clear area
\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Roll into 45 degrees of bank,
then begin a climbing turn, maintaining 45 degrees \par
\pard\nowidctlpar\li1110\sl240\slmult1 of bank throughout the first 90 degrees
of bank. Attain the highest pitch attitude \par
\pard\nowidctlpar\sl240\slmult1 (approximately 20-30
degrees nose high) at 90 degrees of turn.\par
\pard\nowidctlpar\sl240\slmult1\tx1470 - As 90 degrees
of turn is reached, start rolling out of the turn while maintaining pitch
\par
\pard\nowidctlpar\li1110\sl240\slmult1 attitude. Use rudder to coordinate
flight. Time your roll out so that you are wings level at \par
180 degrees of turn. You should reach the 180 degree point at 60 - 70 mph.\par
- After roll out reduce pitch to maintain your exit speed momentarily \par
\pard\nowidctlpar\sl240\slmult1\b\fs24\par
AEROBATIC CHANDELLE\par
\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par
- A variation of the chandelle (after achieving proficiency in the basic=20maneuver)
is to use a higher entry speed, \b (160-190 mph)\b0 full power,=20and
\b 45-60 \b0 degrees of bank, resulting in a quicker maneuver with
a higher pitch attitude. \par
\pard\nowidctlpar\li1110\sl240\slmult1 \par
\pard\nowidctlpar\sl240\slmult1\fs24 \b LAZY 8 =20
\par
\fs20 \par
\b0 - Entry parameters - \b 120 - 150 mph\b0 , approximately
\b 50-75% power\b0 , level to slightly \par
\pard\nowidctlpar\li1110\sl240\slmult1 descending flight, lined up with
or perpendicular to your ground reference line. \par
- Find a road, fence line, or other line reference on the ground. Clear area.
\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Start a climbing turn so that
the highest pitch attitude is attained at 45 degrees of turn. At \par
this point bank angle should be approximately 30 degrees of bank. =20
\par
- During the second 45 degrees of turn, bank increases to 45-60 degrees=20while
the nose \par
comes back down to the horizon. At 90 degrees of turn you should be at
your minimum \par
\pard\nowidctlpar\li1110\sl240\slmult1 airspeed (approx 80 mph), 45-60 degrees
of bank, with the nose on the horizon. \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - Passing the 90 degree point
allow the nose to fall below the horizon while slowly rolling \par
out and continue turning. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - At 135 degrees of turn the nose
should be at its lowest point and about 30degrees of \par
bank. \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - The final 45 degrees of turn
is a gradual pullup to level flight while rolling out at the 180 \par
degree point. You should end up at your approximate entry airspeed/altitude.
\par
\pard\nowidctlpar\li1110\sl240\slmult1 - Repeat in opposite direction.\par
\par
\pard\nowidctlpar\sl240\slmult1\b\fs24 AEROBATIC LAZY 8 \par
\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470\par
- Another variation of the lazy 8 (after achieving proficiency in the basic
maneuver) is performed with a higher entry speed \b (160-190 mph)\b0 and power
setting. (75% power) The bank angles at the 90 degree point in the=20maneuver
is 90 degrees with much higher/lower pitch attitudes (approximately 30 degrees
above/below the horizon) The speed at the top should be approximately 80
mph \par
\pard\nowidctlpar\li1110\sl240\slmult1 =20
\par
\pard\nowidctlpar\fi-450\li945\sl240\slmult1\tx945\b\fs24 AILERON ROLL =20
\par
\pard\nowidctlpar\li495\sl240\slmult1\fs20 \par
\pard\nowidctlpar\fi-360\li1500\sl240\slmult1\tx1500 Simple Aileron Roll =20
\par
\pard\nowidctlpar\li1140\sl240\slmult1 \par
\pard\nowidctlpar\sl240\slmult1\b0 - Entry=20parameters
- \b 110 to 190 mph\b0 , power/trim as required to maintain entry speed.
\par
- Slower entry speeds (110-130 mph) result=20in
lighter stick forces and faster roll rates. \par
(Full stick deflection causes a thumping=20sound
in the ailerons.) \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Raise nose \b 20-30 degrees above
the horizon\b0 . Neutralize elevator. \par
- Hard aileron left or right - minimum \'bd stick throw. =20
\par
\pard\nowidctlpar\sl240\slmult1 - Reverse aileron
to roll wings level to complete maneuver \par
- Recover to level flight. =20\par
- Common errors \par
- Roll too slow resulting in nose well
below horizon. \par
- Not neutralizing elevator resulting
in nose well below horizon \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Starting with nose too
low resulting in nose well below horizon. \par
\b\par
\pard\nowidctlpar\fi-360\li1500\sl240\slmult1\tx1500 Textbook Aileron Roll =20
\par
\pard\nowidctlpar\li1140\sl240\slmult1\b0 \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Objective is for aircraft to
fly a straight line through sky while performing roll. \par
Since this aircraft does not have an inverted oil system, the procedure
is modified \par
for a \b minimum of \'bc to \'bd G. \b0 \par
\pard\nowidctlpar\sl240\slmult1 - Entry parameters
- \b 120-190 mph\b0 , power/trim as required to maintain entry speed.
\par
- Start from slightly climbing flight. =20
\par
- Begin roll with coordinated rudder and=20aileron
with slight back pressure to maintain \par
altitude. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Gradually reduce back pressure
so that you are \'bc to \'bd G at 90 degrees of bank. As \par
the aircraft approaches 90 degrees of bank apply top rudder to=20hold
the nose up. \par
- As the roll progresses past 90 degrees reduce top rudder and maintain
\'bc to \'bd G. \par
- As the roll progresses past 180 degrees, increase rudder into turn,
so that at 270 \par
degree point rudder into turn is maximum. Maintain \'bc to \'bd G.
\par
- As 270 degrees is passed, rudder is diminished and aft stick pressure
is increased so \par
that you are at 1 G at the roll out point. \par
\pard\nowidctlpar\sl240\slmult1\par
\pard\nowidctlpar\fi-360\li495\sl240\slmult1\tx1095\b\fs24 BARREL ROLL
\par
\par
\pard\nowidctlpar\li1095\sl240\slmult1\b0\fs20 - Entry parameters=20-
\b 120 to 190 mph\b0 , power as required to maintain entry speed, level =20
\par
to slight descent. A speed of about 80 mph at the top is a comfortable
maneuver. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Clear area. Find a reference
point on the distant horizon. Your objective is to fly \par
about a point by about 30 degrees.\par
\pard\nowidctlpar\sl240\slmult1 - Start a=202-3
G pullup. Use coordinated rudder/aileron inputs to so that at 90 degrees
\par
of bank your nose is 30 degrees above your
reference point.\par
- Continue roll so that at wings level inverted
your nose is slightly above the horizon, \par
30 degrees to the other side of your point.
You should only be pulling 1-2 G's at this \par
point. \par
- At this point the roll rate must be increased
to prevent dishing out the maneuver into \par
a barrel dive. At 270 degrees the nose
should be 20 degrees below the reference \par
point, 90 degrees of bank. Complete the
maneuver with your approximate entry \par
parameters. \par
- A variation of this maneuver is to fly a
larger cone around your reference point ( 40 \par
\pard\nowidctlpar\li1110\sl240\slmult1 degrees for example). =20In
all cases use caution to avoid dishing out the bottom of the \par
maneuver. \par
\pard\nowidctlpar\sl240\slmult1\par
\par
\pard\nowidctlpar\fi-360\li735\sl240\slmult1\tx1095\b\fs24 LOOP =20
\par
\pard\nowidctlpar\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1110\sl240\slmult1 - Entry parameters - \b 150 -
190 mph\b0 , power as required to maintain level flight, \par
level to slightly descending flight\par
- Find a line reference such as a road or fence line. Fly parallel or
perpendicular \par
to your line reference. Clear area. \par
- Start a smooth 3-4 G pullup. As attitude passes vertical ease off stick
pressure to \par
2-3 G\rquote s. Look out both sides to ensure a straight pullup. Look
back to find horizon. \par
- As aircraft approaches inverted, ease off to \'bd G and level wings
before nose goes \par
below horizon. \par
- As nose goes below horizon increase G. Use approximately 2-3 G\rquote
s during first \par
half of pulldown, 3-4 G\rquote s on second half. Continue to check alignment
throughout \par
maneuver. Use reference line for straight pullup. \par
- Common errors \par
- Insufficient G on initial pullup - Results in excessive airspeed
loss during pullup \par
- Improper G control near top of loop - Can result in accelerated stall
or excessive \par
altitude loss. \par
\pard\nowidctlpar\li1110\sl240\slmult1\tx1470 - If the loop appears
to be going poorly, transition to unusual attitude recovery. \par
\pard\nowidctlpar\li1110\sl240\slmult1\par
\pard\nowidctlpar\sl240\slmult1\fs24 \b IMMELMAN =20
\par
\fs20\par
\b0 - Entry parameters - \b 160 to 190 mph\b0
, \b Full power\b0 , level to slightly descending. \par
- Find line reference on ground. Align parallel
or perpendicular and clear area. \par
- Start a \b 3 1/2 - 4 G \b0 wings level pullup.
As attitude approaches vertical ease off to 2-3 \par
G\rquote s. \par
- As nose approaches 20 degrees above horizon initiate
an aggressive coordinated roll \par
to wings level. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Complete maneuver in level flight
heading 180 degrees to initial heading. \par
\par
\pard\nowidctlpar\sl240\slmult1\b\fs24 SPLIT S =20
\par
\pard\nowidctlpar\li1020\sl240\slmult1\fs20\par
\pard\nowidctlpar\fi-360\li360\sl240\slmult1\tx360\b0 =20
- Entry parameters - \b 100-110 mph. 5000 ft AGL minimum\b0 . Power
at or below that \par
required to maintain speed in level flight.
\par
\pard\nowidctlpar\sl240\slmult1 - Fly parallel
or perpendicular to ground line reference. Clear area. \par
- Bring nose up approximately 20 degrees above
horizon - perform fast simple 1/2 \par
aileron roll and set wings level inverted prior
to losing sight of the horizon below the \par
nose. \par
- Start a 2-3 G straight pulldown. As the nose
approaches vertical and speed builds \par
G to 3-4 G\rquote s. Look out top of canopy
to keep line reference in sight and find horizon. \par
- Complete maneuver wings level, level flight 180
degrees from initial heading. \par
- Common errors \par
- Excessive entry speed/power setting -=20Results
in excessive airspeed and/or \par
altitude loss. \par
- Insufficient initial G - Same result as above
\par
- Initial roll too slow - No opportunity to
set wings level inverted prior to pulldown \par
can result in crooked pulldown. =20
\par
\fs24\par
\pard\nowidctlpar\li720\sl240\slmult1\b CLOVERLEAF\fs20 =20
\par
\pard\nowidctlpar\li1020\sl240\slmult1 \par
\pard\nowidctlpar\sl240\slmult1\b0 - Entry parameters
- \b 150 - 190 mph\b0 , power as required to maintain speed, level to
\par
slightly descending flight. \par
- Find ground line reference. Fly parallel or
perpendicular to reference line. Clear \par
area. \par
- Perform a 2 1/2 - 3 G pullup to 45 deg nose high
(heels on horizon)\par
- At 45 deg nose high pull the nose over to=20a
reference point off either wingtip =20
\par
so as to end up wings level inverted perpendicular
to initial heading. \par
- Pulldown is similar to back half of loop.=20\par
- At bottom of pullout continue right into next
pullup if desired. \par
- Repeat for all four leaves of cloverleaf.=20
\par
- Prior to each pulldown ensure there is sufficient
altitude for a split S. \par
\par
\b\fs24 PITCHBACK \par
\pard\nowidctlpar\li1020\sl240\slmult1\fs20\par
\pard\nowidctlpar\sl240\slmult1\b0 - Entry parameters-
\b 140 to 190 mph\b0 , power as required to maintain speed up to=20full
\par
power, level to slightly descending flight.
\par
- The pitchback is basically an Immelman tilted
45 degrees from the horizon. \par
- Set entry parameters. Clear area. =20\par
- Roll into 45 degrees of bank and start a \b 3-4
G\b0 straight pull. Maintain straight pull until \par
approaching the horizon at 135 degrees of bank.
Approaching 10 degrees above the \par
horizon roll perform a coordinated aggressive
roll out to wings level. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - A variation on the pitchback is
to use 30 degrees or 60 degrees of initial bank angle and \par
pullup angle. \par
\par
\pard\nowidctlpar\fi-405\li540\sl240\slmult1\tx945\b\fs24 =20
SLICEBACK \par
\pard\nowidctlpar\sl240\slmult1\fs20 \par
\b0 - Entry parameters- \b 100 - 120 mph. 5000
ft AGL minimum\b0 . Power at or below \par
that required to maintain speed in level flight.
\par
- The sliceback is basically a split S rotated
45 degrees to the horizon. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - Clear area. \par
\pard\nowidctlpar\sl240\slmult1 - Bring nose up
approximately 20 degrees above horizon. Quickly perform a simple \par
aileron roll to 135 degrees of bank. Set=20wings
prior to losing sight of the horizon \par
below the nose. \par
- Perform a straight 2-3 G pull, increasing=20to
3-4 G\rquote s as speed builds up. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - You should end up in a 45 degree
bank 180 degrees from initial heading. \par
- A variations on this maneuver is to use 120 degree or 150 degree initial
bank \par
angle/pulldown. \par
\par
\pard\nowidctlpar\fi-360\li1260\sl240\slmult1\tx1260\b\fs24 CUBAN 8/REVERSE CUBAN
8 \par
\pard\nowidctlpar\li750\sl240\slmult1\fs20\par
\pard\nowidctlpar\sl240\slmult1\b0 - Entry parameters
- \b 140 to 190 mph\b0 , power to maintain airspeed, level to slight
\par
descent. \par
- Find line reference on ground. Line up parallel
or perpendicular to reference line. \par
Clear area and set entry parameters. \par
- The initial portion of the maneuver is the same
as a loop. As you come over the top \par
stop the pulldown approximately 30 degrees below
the horizon. Perform a fast, \par
simple aileron roll to wings level upright and
establish a 45 degree dive. \par
- Pull out of the dive with a 3-4 G pull so=20as
to be at the bottom of the second leaf at \par
same entry parameters and altitude used on the
first leaf. Repeat same procedure for \par
second leaf, recovering to level flight at the
end. \par
- Speed builds very rapidly when 30-45 deg nose
low and continues to build during \par
Initial portion of pullup when the nose is stll
below the horizon. Watch your speed \par
and lead desired maximum speed to prevent=20an
aircraft or propellor overspeed. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - A variation of the cuban 8 is the\b
REVERSE CUBAN 8. \b0 The entry parameters are the \par
same, however the first pullup is to 45 degrees nose high. Approaching
100 - 110 \par
Roll inverted then perform a split S. Continue pull through the=20bottom
back \par
up to 45 degrees nose high and repeat. Always check sufficient altitude
for split s \par
prior to the pulldown at the top of the maneuver. \par
\pard\nowidctlpar\fi-360\li1260\sl240\slmult1\tx1260\par
\b\fs24 WIFFERDILL \par
\pard\nowidctlpar\li900\sl240\slmult1\b0\fs20\par
\pard\nowidctlpar\li1260\sl240\slmult1 - Entry parameters - 120-210 mph, power
as required for energy management. Start \par
\pard\nowidctlpar\li1110\sl240\slmult1 from any safe altitude. =20
=20
\par
\pard\nowidctlpar\sl240\slmult1 - The wifferdill
is a fluid maneuver with no set parameters. It is used between other=20
\par
maneuvers as required to clear the area,=20set
entry parameters, get turned around, \par
relax for a few seconds, and gain or lose altitude/energy.
It is similiar to a 1/2 \par
aerobatic lazy 8 \par
but without set entry parameters and up=20to
135 degrees of bank. \par
- Set power as required\'85 High power setting
to gain energy, low power setting \par
to lose energy. \par
- Gently pull nose up 20 - 45 degrees nose=20high
if airspeed sufficient.. \par
\pard\nowidctlpar\li1110\sl240\slmult1 - As you approach desired airspeed,
(80 mph for example) roll into 90 to 135 \par
degrees of bank. Gently pull aircraft to desired heading. Overbanking
allows \par
gravity to do some of the work of turning the aircraft, saving energy.
\par
- Maneuver aircraft from this point as required to attain desired=20parameters.
(heading, \par
altitude, airspeed) \par
- Immediately rolling out is useful for setting up for a split S/sliceback.
A dive from \par
this point can set you up for an over the top maneuver such as a loop.
\par
\pard\nowidctlpar\sl240\slmult1 \par
\pard\nowidctlpar\li1110\sl240\slmult1 \par
}
=00
Message 3
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| Subject: | Re: RV aerobatic maneuver parameters |
--> Aerobatic-List message posted by: PLTDBEEZER@aol.com
Sorry - My attachment was garbled - here is just the actual maneuver
parameters
Dave Beizer
MANEUVERS
G AWARENESS TURNS
- The purpose of G awareness turns is to familiarize your body with the
feel of 3-4 G=E2=80=99s while performing a simple maneuver prior to performing
more
complex aerobatics.
These turns allow you to calibrate your body with the G meter so reference to
the
accelerometer is not required during subsequent maneuvers. It also warms up
the body and allows you to practice the G straining maneuver prior to more
demanding maneuvers.
- The G awareness turn is a 3-4 G level or slightly descending turn.
Start at approximately
maneuvering airspeed (130-140 mph) using 80-90 degrees of bank for
approximately
90 degrees of turn. Cross check the G meter as required to calibrate
your body. Practice
your G straining maneuver during G awareness turns.
CHANDELLE
- Entry parameters - 120 to 150 mph, approximately 75% power, level to
slightly
descending flight, lined up with or perpendicular to a ground line reference.
- Find a road, fence line, or other line reference on the ground. Clear
area
- Roll into 45 degrees of bank, then begin a climbing turn, maintaining 45
degrees
of bank throughout the first 90 degrees of bank. Attain the highest pitch
attitude
(approximately 20-30 degrees nose high) at 90 degrees of turn
- As 90 degrees of turn is reached, start rolling out of the turn while
maintaining pitch attitude. Use rudder to coordinate flight. Time your roll=20out
so that you are wings level at 180 degrees of turn. You should reach the 180
degree point at 60 - 70 mph.
- After roll out reduce pitch to maintain your exit speed momentarily
AEROBATIC CHANDELLE
- A variation of the chandelle (after achieving proficiency in the basic
maneuver) is to use a higher entry speed, (160-190 mph) full power, and 45-60
degrees of bank, resulting in a quicker maneuver with a higher
pitch attitude.
LAZY 8
- Entry parameters - 120 - 150 mph, approximately 50-75% power, level to
slightly
descending flight, lined up with or perpendicular to your ground
reference line.
- Find a road, fence line, or other line reference on the ground. Clear
area.
- Start a climbing turn so that the highest pitch attitude is attained
at 45 degrees of turn. At this point bank angle should be approximately 30
degrees of bank.
- During the second 45 degrees of turn, bank increases to 45-60 degrees
while the nose comes back down to the horizon. At 90 degrees of turn you
should be at your minimum airspeed (approx 80 mph), 45-60 degrees of bank, with
the nose on the horizon.
- Passing the 90 degree point allow the nose to fall below the horizon
while slowly rolling and continue turning.
- At 135 degrees of turn the nose should be at its lowest point and
about 30degrees of bank.
- The final 45 degrees of turn is a gradual pullup to level flight while
rolling out at the 180 degree point. You should end up at your approximate
entry airspeed/altitude.
- Repeat in opposite direction.
AEROBATIC LAZY 8
- Another variation of the lazy 8 (after achieving proficiency in the
basic maneuver) is performed with a higher entry speed (160-190 mph)and power
setting. (75% power) The bank angles at the 90 degree point in the maneuver is
90 degrees with much higher/lower pitch attitudes (approximately 30 degrees
above/below the horizon) The speed at the top should be approximately 80 mph
AILERON ROLL
Simple Aileron Roll
- Entry parameters - 110 to 190 mph, power/trim as required to maintain
entry speed.
- Slower entry speeds (110-130 mph) result in lighter stick forces and
faster roll rates. (Full stick deflection causes a thumping sound in the
ailerons.)
- Raise nose 20-30 degrees above the horizon. Neutralize elevator. =20
- Hard aileron left or right - minimum =C2=BD stick throw.
- Reverse aileron to roll wings level to complete maneuver =20
- Recover to level flight.
- Common errors
- Roll too slow resulting in nose well below horizon. =20
- Not neutralizing elevator resulting in nose well below
horizon
- Starting with nose too low resulting in nose well below
horizon.
Textbook Aileron Roll
- Objective is for aircraft to fly a straight line through sky while
performing roll.
Since this aircraft does not have an inverted oil system, the procedure is
modified
for a minimum of =C2=BC to =C2=BD G.
- Entry parameters - 120-190 mph, power/trim as required to
maintain entry speed.
- Start from slightly climbing flight.
- Begin roll with coordinated rudder and aileron with slight
back pressure to maintain altitude.
- Gradually reduce back pressure so that you are =C2=BC to =C2=BD
G at 90
degrees of bank. As the aircraft approaches 90 degrees of bank apply top
rudder to hold the nose up.
- As the roll progresses past 90 degrees reduce top rudder and
maintain =C2=BC to =C2=BD G.
- As the roll progresses past 180 degrees, increase rudder into
turn, so that at 270 degree point rudder into turn is maximum. Maintain=20=C2=BC
to =C2=BD
G.
- As 270 degrees is passed, rudder is diminished and aft stick
pressure is increased so that you are at 1 G at the roll out point. =20
BARREL ROLL
- Entry parameters - 120 to 190 mph, power as required to maintain entry
speed, level to slight descent. A speed of about 80 mph at the top is a
comfortable maneuver.
- Clear area. Find a reference point on the distant horizon. Your
objective is to fly about a point by about 30 degrees.
- Start a 2-3 G pullup. Use coordinated rudder/aileron inputs to so that
at 90 degrees of bank your nose is 30 degrees above your reference point.
- Continue roll so that at wings level inverted your nose is slightly
above the horizon, 30 degrees to the other side of your point. You should only
be
pulling 1-2 G's at this point.
- At this point the roll rate must be increased to prevent dishing out the
maneuver into a barrel dive. At 270 degrees the nose should be 20 degrees
below the reference point, 90 degrees of bank. Complete the maneuver with
your approximate entry parameters.
- A variation of this maneuver is to fly a larger cone around your
reference point ( 40 degrees for example). In all cases use caution to avoid dishing
out the bottom of the maneuver.
LOOP
- Entry parameters - 150 - 190 mph, power as required to maintain level
flight, level to slightly descending flight
- Find a line reference such as a road or fence line. Fly parallel or
perpendicular
to your line reference. Clear area.
- Start a smooth 3-4 G pullup. As attitude passes vertical ease off stick
pressure to
2-3 G=E2=80=99s. Look out both sides to ensure a straight pullup. Look back
to
find horizon.
- As aircraft approaches inverted, ease off to =C2=BD G and level wings before
nose goes
below horizon.
- As nose goes below horizon increase G. Use approximately 2-3 G=E2=80=99s during
first
half of pulldown, 3-4 G=E2=80=99s on second half. Continue to check alignment
throughout
maneuver. Use reference line for straight pullup.
- Common errors
- Insufficient G on initial pullup - Results in excessive
airspeed loss during
pullup
- Improper G control near top of loop - Can result in accelerated
stall or
excessive altitude loss.
- If the loop appears to be going poorly, transition to unusual
attitude
recovery.
IMMELMAN
- Entry parameters - 160 to 190 mph, Full power, level to slightly
descending.
- Find line reference on ground. Align parallel or perpendicular and clear
area.
- Start a 3 1/2 - 4 G wings level pullup. As attitude approaches vertical
ease off to 2-3 G=E2=80=99s.
- As nose approaches 20 degrees above horizon initiate an aggressive
coordinated roll to wings level.
- Complete maneuver in level flight heading 180 degrees to initial heading.
SPLIT S
- Entry parameters - 100-110 mph. 5000 ft AGL minimum. Power at or below
that
required to maintain speed in level flight.
- Fly parallel or perpendicular to ground line reference. Clear area. =20
- Bring nose up approximately 20 degrees above horizon - perform fast
simple 1/2
aileron roll and set wings level inverted prior to losing sight of the
horizon below the
nose.
- Start a 2-3 G straight pulldown. As the nose approaches vertical and
speed builds
G to 3-4 G=E2=80=99s. Look out top of canopy to keep line reference in sight and
find horizon.
- Complete maneuver wings level, level flight 180 degrees from initial
heading.
- Common errors
- Excessive entry speed/power setting - Results in excessive
airspeed and/or
altitude loss.
- Insufficient initial G - Same result as above
- Initial roll too slow - No opportunity to set wings level
inverted prior to pulldown can result in crooked pulldown. =20
CLOVERLEAF
- Entry parameters - 150 - 190 mph, power as required to maintain speed,
level to
slightly descending flight.
- Find ground line reference. Fly parallel or perpendicular to reference
line. Clear
rea.
- Perform a 2 1/2 - 3 G pullup to 45 deg nose high (heels on horizon)
- At 45 deg nose high pull the nose over to a reference point off either
wingtip
so as to end up wings level inverted perpendicular to initial heading.
- Pulldown is similar to back half of loop.
- At bottom of pullout continue right into next pullup if desired.
- Repeat for all four leaves of cloverleaf.
- Prior to each pulldown ensure there is sufficient altitude for a split
S.
PITCHBACK
- Entry parameters- 140 to 190 mph, power as required to maintain speed up
to full
power, level to slightly descending flight.
- The pitchback is basically an Immelman tilted 45 degrees from the
horizon.
- Set entry parameters. Clear area.
- Roll into 45 degrees of bank and start a 3-4 G straight pull.
Maintain straight pull until approaching the horizon at 135 degrees of bank.
Approaching 10 degrees above the horizon roll perform a coordinated aggressive
roll
out to wings level.
- A variation on the pitchback is to use 30 degrees or 60 degrees of
initial bank angle and pullup angle.
SLICEBACK
- Entry parameters- 100 - 120 mph. 5000 ft AGL minimum. Power at or
below
that required to maintain speed in level flight.
- The sliceback is basically a split S rotated 45 degrees to the horizon.
- Clear area.
- Bring nose up approximately 20 degrees above horizon. Quickly perform=20a
simple
aileron roll to 135 degrees of bank. Set wings prior to losing sight of the
horizon
below the nose.
- Perform a straight 2-3 G pull, increasing to 3-4 G=E2=80=99s as speed=20builds
up.
- You should end up in a 45 degree bank 180 degrees from initial heading.
- A variations on this maneuver is to use 120 degree or 150 degree
initial bank
angle/pulldown.
CUBAN 8/REVERSE CUBAN 8
- Entry parameters - 140 to 190 mph, power to maintain airspeed, level
to slight
descent.
- Find line reference on ground. Line up parallel or perpendicular to
reference line.
Clear area and set entry parameters.
- The initial portion of the maneuver is the same as a loop. As you come
over the top stop the pulldown approximately 30 degrees below the horizon.
Perform a fast,
simple aileron roll to wings level upright and establish a 45 degree dive. =20
- Pull out of the dive with a 3-4 G pull.
- Speed builds very rapidly when 30-45 deg nose low and continues to
build during
Initial portion of pullup when the nose is stll below the horizon. Watch
your speed
and lead desired maximum speed to prevent an aircraft or propellor overspeed.
- A variation of the cuban 8 is the REVERSE CUBAN 8. The entry
parameters are the same, however the first pullup is to 45 degrees nose high.
Approaching 100 - 110 Roll inverted then perform a split S. Continue pull=20through
the bottom back
up to 45 degrees nose high and repeat. Always check sufficient altitude for
split s
prior to the pulldown at the top of the maneuver.
WIFFERDILL
- Entry parameters - 120-210 mph, power as required for energy
management. Start from any safe altitude. =20
- The wifferdill is a fluid maneuver with no set parameters. It is used
between other
maneuvers as required to clear the area, set entry parameters, get turned
around,
relax for a few seconds, and gain or lose altitude/energy. It is similiar to
a 1/2
aerobatic lazy 8 but without set entry parameters and up to 135 degrees of
bank.
- Set power as required=E2=80=A6 High power setting to gain energy, low power
setting
to lose energy.
- Gently pull nose up 20 - 45 degrees nose high if airspeed sufficient..
- As you approach desired airspeed, (80 mph for example) roll into 90 to
135
degrees of bank. Gently pull aircraft to desired heading. Overbanking
allows
gravity to do some of the work of turning the aircraft, saving energy.
- Maneuver aircraft from this point as required to attain desired
parameters. (heading, altitude, airspeed)
- Immediately rolling out is useful for setting up for a split
S/sliceback. A dive from this point can set you up for an over the top maneuver
such
as a loop.
Message 4
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--> Aerobatic-List message posted by: "Rick Caldwell" <racaldwell@hotmail.com>
I missed the question about RV aerobatics. I built & have a RV-6 and also a
One Design and fly aerobatics in both. If someone wants some ideas of these
planes, let me know & I'll discuss my experiences. Or come to Central Fl &
go flying with me.
Rick
>From: N925WB1@aol.com
>Reply-To: aerobatic-list@matronics.com
>To: aerobatic-list@matronics.com
>Subject: Re: Aerobatic-List: RV Acro
>Date: Fri, 30 Jul 2004 22:31:13 EDT
>
>--> Aerobatic-List message posted by: N925WB1@aol.com
>
>About aerobatics on the RV...
>
>I don't have any personal experience in the type, but there was a fella
>back
>home (Warrenton, VA) who put an RV-4 through it's paces in the aerobatic
>box
>one afternoon. It wasn't his plane, and he's since passed away, so I
>can't
>really provide any more info. Point is, the RV's can do some manuevers.
>I'm
>sorry I can't give any more detail, but hopefully this will give you some
>encouragement to find more information.
>
>-Wayne
>
>
Dont just search. Find. Check out the new MSN Search!
http://search.msn.click-url.com/go/onm00200636ave/direct/01/
Message 5
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--> Aerobatic-List message posted by: CBRxxDRV@aol.com
In a message dated 8/1/04 4:32:59 PM Eastern Daylight Time,
racaldwell@hotmail.com writes:
> I missed the question about RV aerobatics. I built & have a RV-6 and also a
>
> One Design and fly aerobatics in both. If someone wants some ideas of these
> planes, let me know & I'll discuss my experiences. Or come to Central Fl &
> go flying with me.
>
***Lurk mode off ***
Central FL :)
Sal Capra
Lakeland, FL
My Home Page
http://hometown.aol.com/cbrxxdrv/index.html
Message 6
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| Subject: | Official Usage Guideline [Please Read] [Monthly Posting] |
DNA: do not archive
--> Aerobatic-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Lister,
Please read over the Aerobatic-List Usage Guidelines below. The complete
Aerobatic-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/Aerobatic-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
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