Common Errors - P-330

T-34C CONTACT

CHAPTER ELEVEN

Allow the nose to fall through the horizon, then commence the recovery by smoothly

rolling and pulling out of the diving turn. After approximately 135 of turn, the nose

will be approximately 45 below the horizon and the angle of bank should again be

45. Scan the section line for longitudinal alignment and the horizon for pitch and

roll rates. Crosscheck the altimeter. Control the pitch and roll rate so as to recover

on the original altitude and reciprocal heading.

NOTE

When the maneuver is completed at the same altitude it was initiated,

there is a tendency to gain about 10 KIAS.

Repeat steps b through d, performing the second Wingover in the opposite direction.

Upon completion of the series, the aircraft should once again be established in level

balanced flight, on the original heading and altitude.

Common Errors

Rushing the maneuver. Remember, the Wingover is a relatively slow and gentle

maneuver.

Failure to obtain 45 nose up and 45 AOB simultaneously. This is usually caused by

an excessive roll rate and/or insufficient backstick pressure during the initial pull-up.

Once the AOB exceeds 45, it is difficult to raise the nose any higher. This type of

error will result in excessive airspeed (i.e., greater than 90 KIAS) at the 90

checkpoint. After the exhaust stack passes the horizon, keep the roll rate slow and

constant. As the aircraft rolls, smoothly increase the backstick pressure so as to

obtain 45 nose up simultaneously with 45 AOB. The required backstick pressure

reaches a maximum at approximately this point. You must then continue to roll

towards the 90 checkpoint at a constant rate while beginning to relax the backstick

pressure. By the time you reach 90 AOB you should only have enough backstick to

keep from feeling light in your seat (i.e., slight positive G-loading).

Exceeding or not fully reaching 90 AOB.

Holding excessive backstick pressure at the 90 checkpoint, thereby "pulling" the

nose through and obtaining the reciprocal heading too early during the recovery.

Conversely, releasing all of the backstick pressure, thereby inducing a zero or

negative G state.

Poor timing of the roll and pitch rate during recovery. The wings should come level

simultaneously as the nose reaches the level flight attitude.

Commencing the second Wingover in the series off airspeed, heading, altitude, etc.

Expeditiously make the necessary corrections prior to initiation of the next Wingover.

There is no point in practicing the maneuver if the entry parameters are incorrect.

AEROBATIC MANUEVERS 11-7