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To be done properly (visually) you'll need at least a point on each horizon (180° apart) or, best of all, a long, straight line on the ground, such as a railroad, highway, etc. Use this reference and stay in the plane vertically above your reference line. Do it visually, but cross check & keep yourself honest by occasionally verifying headings on the HSI.

Sideview: [[hand-drawn diagram of the Cuban 8 maneuver]]
(P.S. Proof I could never make it as an artist.)

It will seem like a sideways 8 ([[infinity symbol]]), but it's considerably squashed because of the airspeed differences.

Pitfalls:
1) Pulling through too soon after roll - You'll be higher and slower than desired and will be unable to get over the top for the next part. Trim to help keep nose down during accel.
2) Relaxing g's too soon on the way up - you'll go too high & too slow
3) Poorly done rolls - excessive heading change; maneuver not confined to a plane; try relaxing more backpressure (0g's has no lift) and rolling faster.
4) Sloppy heading control - Fly visually, but do keep heading under control throughout.

Split S

Entry Conditions: 230KIAS/85% RPM/ ≥ 12,000' heads up to start
≤ 200KIAS/85% RPM/ ≥ 12,000' inverted (on horizon)

Maneuver: Start with your visual reference in mind. Start at about 230 KIAS and set power to 85% (you can change this power setting later). Pull up to about +30° pitch, relax backpressure (to minimize heading purturbations [[perturbations]]), and roll 180° to inverted (the faster the roll, the less the heading change). Try to be wings level, inverted by the time the nose

Transcription Notes:
[[Diagram of Cuban 8 labeled "200" at top left point, "450" at bottom left point, "450" at bottom right point, "200" at top right point, and "~6-10k ft" along the right axis]]