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CHAPTER ELEVEN
T-34C CONTACT
2.
General. This maneuver offers a quick means of reversing the direction of flight while
trading excess airspeed for increased altitude. Remember to select a long, well defined section
line which extends behind as well as in front of you.
3.
Procedures
a.
CONFIGURATION: Transition to aerobatic cruise. CHECKLIST: Complete the
Aerobatic Checklist. CLEARING TURN: Commence a clearing turn. During the
last 90 of turn, lower the nose slightly and accelerate to 200 KIAS. Roll out of the
clearing turn on or parallel to a section line with 200 KIAS. The increased airspeed
will require a slight amount of left rudder to maintain balanced flight.
b.
Recheck the wings level and clear the airspace above you. Just prior to entry, check
and report the entry altitude over the ICS. Commence the AGSM and immediately
start a smooth straight pull-up, accelerating to 3.5 Gs within 2 - 3 seconds. Do not
use the aileron.
c.
Recheck the wings level as the nose passes through the horizon. Adjust stick pressure
as necessary to keep the nose moving at a constant rate. Increase right rudder
pressure as airspeed decreases.
d.
Shortly after passing the vertical position, tilt your head back and visually locate the
opposite horizon. Correct with aileron as necessary to maintain the wings parallel to
the horizon. Check the nose in relation to the section line and correct directional
deviations as necessary by adjusting the rudder input.
e.
As the nose approaches a point 20 above the opposite horizon ("canopy bow" on the
horizon,) slow the rate of nose movement by neutralizing backstick pressure.
Commence a roll in either direction to the upright position using aileron and rudder.
Anticipate the need for slight forward stick pressure as the aircraft passes 90 of roll.
f.
The maneuver is complete when the aircraft is once again in the level flight attitude
on the reciprocal heading. The airspeed should be approximately 100 KIAS. The
nose attitude will therefore be slightly high.
4.
Common Errors
a.
Same common errors as the first half of a Loop.
b.
Commencing the roll to upright attitude either too early or too late.
c.
Utilizing improper rudder and/or poorly coordinated rudder inputs during the roll.
11-18 AEROBATIC MANUEVERS


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