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130    U.S. CIVIL AERONAUTICS AUTHORITY

  Figure 16 illustrates how the pylon should appear from the air and the relationship of sighting points on the airplane to the different viewpoints of the pilots in front or rear seats of a tandem aircraft.

  The points should be selected in the same manner as for eights around pylons, or the same pylons can be used if desired, and all turns should be made into the wind as before.

  For the shallow eights the pylon should be approached on the downwind side at a fairly low altitude since the critical altitude does not apply to this type as much as the steep or true pylon eight. This is due to the fact that considerable variations in the degree of bank and consequently in the radius of turn are required. The starting point should be far enough to the side of the pylon that when the

[[image 1]] VIEW OF PYLON FROM REAR COCKPIT [[/image 1]]

[[image 2]] SAME VIEW FROM FRONT COCKPIT [[/image 2]]

FIGURE 16.

airplane arrives at a point on a line with it and a shallow medium bank is assumed, the pylon will appear in the center of the gap and midway between the two outer struts of a biplane, or in an equivalent position in the monoplane. For a monoplane usually either the wing tip is used or the area bounded by the "V" struts, the wing and the "jury strut." The bank must not be started until the wing can be lowered and the pylon appear in this position. Attempts to sneak up on the pylon by lowering the wing too soon will throw the whole turn off and make it practically impossible to hold the pylon correctly.

  The airplane is then flown around the pylon with the pylon constantly in this same relative position until it is time to recover and fly straight and level and, by allowance for drift, arrive at the proper point to start the turn around the next pylon. Drift is to be estimated and compensated for as explained for eights "around" pylons.

  In perfectly calm air the bank would be constant all the way around except for the variation of turn necessary to compensate