Allow the nose to fall through the horizon, then commence the recovery by smoothly
rolling and pulling out of the diving turn. After approximately 135º of turn, the nose
will be approximately 45º below the horizon and the angle of bank should again be
45º. 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.
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.
Rushing the maneuver. Remember, the Wingover is a relatively slow and gentle
Failure to obtain 45º nose up and 45º 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 45º, 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 90º
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 45º nose up simultaneously with 45º AOB. The required backstick pressure
reaches a maximum at approximately this point. You must then continue to roll
towards the 90º checkpoint at a constant rate while beginning to relax the backstick
pressure. By the time you reach 90º 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 90º AOB.
Holding excessive backstick pressure at the 90º 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