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|  T-34C CONTACT
CHAPTER SIX
To prevent turning beyond the desired heading, it is necessary to anticipate or lead this new
heading by using the one-third rule. This rule will be used during all turns to specified headings.
3.
Procedures
a.
Clear the area.
b.
Roll into an estimated angle of bank on the horizon; add slight rudder in direction of
turn to maintain a centered ball, then crosscheck that angle of bank on the attitude
gyro throughout the turn.
c.
Adjust power and nose attitude as necessary and retrim for the correct altitude and
airspeed, (P.A.T.).
d.
Roll out of the turn on the desired heading by leading the turn with the one-third rule.
e.
Reset straight and level and retrim.
4.
Common Errors
a.
Inattention to performance, (i.e., maintaining altitude but not adding any power to
maintain airspeed). Power + Attitude = Performance
b.
Not maintaining a constant angle of bank.
c.
Losing altitude in steep turns.
d.
Lack of trim.
e.
Not clearing the area prior to and during the turn.
611.
TURN PATTERN
1.
Description. The turn pattern (TP) is a series of constant angle of bank turns while
maintaining altitude and airspeed.
2.
General. The TP is started in normal cruise on a cardinal heading (north, south, east, and
west). The TP consists of two 15 angle of bank turns in opposite directions for 30 of heading
change, two 30 angle of bank turns in opposite directions for 90 of heading change, and two
45 angle of bank turns in opposite directions for 180 of heading change. A smooth reversal is
made going from one turn into another, eliminating a straight and level leg. (Figure 6-4).
Throughout the pattern, check the area clear, check the aircraft attitude with the horizon, and
then crosscheck the nose attitude with the altimeter-VSI and the angle of bank with the attitude
gyro. Correct the visual attitude as necessary. Crosscheck your instruments by periodically
scanning the RMI for turn progress and the airspeed for power required. Note that the absence of
a wing attitude crosscheck instrument (other than the gyro) allows you to scan the RMI
frequently for turn performance and thus keeps you from overshooting headings.
The 15 angle of bank turn will require little backstick pressure or additional power. For the 30
and 45 angle of bank turns, it will be necessary to raise the nose slightly to increase the angle of
attack in order to compensate for the loss of vertical lift as the bank steepens. Additional power
FLIGHT PROCEDURES 6-17
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