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ATCM 51-38 1 September 1977 13

Chapter 5

AEROBATICS


Aerobatics are smoothly executed maneuvers which exploit the maneuvering envelope of the aircraft.

Aerobatic maneuvers are performed to help you develop a sensitive feel in handling the aircraft, to improve your ability in coordinating the flight controls, to train you to maintain orientation regardless of attitude, and to enable you to put the aircraft where you want it. Learning to perform aerobatics skillfully gives you more confidence in your ability to fly an aircraft throughout a wide performance range.

NOTE: Power settings and airspeeds offered in this chapter are informational only and emphasis should be placed on smoothness and proper nose track.


ABNORMAL FLIGHT RECOVERIES

During your transition into the T-38, you will find that occasionally maneuvers will not always go as planned because of improper procedures, techniques, and/or disorientation. You may arrive at a flight attitude and airspeed where you would lose aircraft control unless you initiate a proper recovery. Although these recoveries may seem quite simple when taken in context, the events leading up to them could confuse you to the point of forgetting the proper procedure.

Vertical Recovery

The vertical recovery is practiced dual only and is designed to teach the best method to regain normal flight attitude if you inadvertently maneuver the aircraft into vertical flight.

Your instructor will normally establish the vertical part of the maneuver with sufficient airspeed to allow you to complete the recovery below FL240.

To recover smoothly advance power, if required, and start a coordinated roll to bring the nose down to the nearest horizon. As the nose approaches the horizon, roll out and return to normal flight attitude. Depending on the airspeed, you may need to delay the rollout until the nose is definitely below the horizon. At low airspeeds the rudder may be more effective than the aileron in rolling the aircraft.

Keep in mind that in a zero-G condition the lift requirement is also zero. The aircraft should not stall even if the airspeed indicates well below the stall speed. The moment the G load factor is increased, the aircraft will stall if airspeed is insufficient.

High Speed Dive Recovery

Practice dives are flown dual only. Consider aircraft attitude, airspeed, and terrain clearance before entering a dive. Unintentional dives are critical if you do not initiate recovery promptly. Total analysis of aircraft attitude and airspeed must be made prior to initiating recovery to prevent misidentifying actual aircraft flight condition (for example, confusing a low airspeed, nose-low attitude with a high speed dive), and thereby using the improper recovery procedures.

Some of the maneuvers, such as the cloverleaf and barrel roll, could result in unintentional dives if you fly them improperly. To recover, simultaneously retard throttles to idle and open the speed brake (if appropriate), roll wings level towards the nearest horizon and pull out with sufficient G force. Be extremely cautious not to inadvertently raise the fingerlifts while retarding the throttles to idle.


AEROBATICS

Split S

The split S is designed to demonstrate that excessive altitude is lost if you attempt recovery from inverted flight in this manner.

Enter a split S from at least 18,000 feet AGL with approximately 200 KIAS and throttles set at 85 percent rpm or above. Roll the aircraft inverted and apply back pressure. You may enter the split S from a slight climb so that you can complete the roll to the wings level inverted attitude before the nose passes through the horizon. Maintain wings level and complete the pullout perpendicular to the horizon. You should avoid heavy buffet on the pull through. You may lose as much as 10,000 feet in a properly executed split S.