SOLICITUDES DE INFORMACIÓN Y CERTIFICACIONES

prevent overshooting the wings-level attitude. Stay smooth and do not attempt to keep the nose on a point. 4.35. Lazy Eight:

4.35.1. Pre-proficiency entry parameters are 350 KIAS, using 95 percent rpm. Post-proficiency entry parameters are 300 to 400 KIAS, using 90 percent rpm - MIL power.

4.35.2. From straight-and-level flight, pick a point 90 degrees off the nose (in the direction of the first turn). Start a smooth, climbing turn in that direction so the nose describes an arc above the horizon, reaching the maximum pitch attitude at approximately 45 degrees of turn.

4.35.3. One technique is to drag the lower fire light across the horizon. The nose should then start back down, passing through the horizon after 90 degrees of turn with approximately 90 degrees of bank at approximately 200 knots. As the nose passes through the horizon, begin a smooth, gradual rollout and pullup, planning to reach the maximum nose-down pitch attitude after approximately 135 degrees of turn. At this point, the canopy bow should be on or near the horizon.

4.35.4. Complete the first half of the maneuver after approximately 180 degrees of turn in a wings-level flight attitude with the entry airspeed. Enter the second half of the maneuver by turning in the opposite direction. Complete the lazy eight with the aircraft headed in the original direction at entry airspeed.

4.35.5. The emphasis is on flying a smooth, symmetrical maneuver with constantly changing param- eters. A power setting of 95 percent rpm maintains energy fairly well for all entry airspeeds. A higher power setting will allow larger leaves and/or a gain in energy.

4.35.6. A lazy eight will require approximately 2 nm forward, 6 nm to your right or left—in the direc- tion of the turns—and 4,000 to 6,000 feet above.

4.36. Barrel Roll:

4.36.1. Pre-proficiency entry parameters are 400 KIAS using 95 percent rpm. Post-proficiency entry parameters are 300 to 500 KIAS, using 90 percent rpm - MIL power.

4.36.2. The barrel roll is a coordinated roll in any direction in which the nose of the aircraft describes a circle around a point. Choose a point on or slightly above the horizon and maneuver the aircraft to

attain entry parameters in a wings-level attitude with the aircraft 30 to 45 degrees to the side of the selected point. Begin a rolling pull in the desired direction and use smooth control inputs to maintain a circular flightpath around the reference point. You should be (1) in 90 degrees of bank directly above the selected reference point, (2) in a wings-level inverted attitude when passing abeam the reference point at 180 degrees of roll, (3) in 90 degrees of bank directly below the selected reference point, and (4) in a wings-level upright attitude when completing the maneuver.

4.36.3. Another technique is to begin the maneuver by choosing a desired roll axis from which the barrel roll will be flown. Offset this roll axis the number of degrees that defines the size of the roll (normally 30 to 45 degrees). Pick a point on the horizon twice the degrees of the offset in the desired direction of the roll. For example, if selecting a 45-degree offset, pick a point 90 degrees off the nose. 4.36.4. Begin a coordinated roll and pull to fly the nose of the aircraft to be inverted at the point. Con- tinue the coordinated roll or pull to fly the aircraft back to the original offset heading. You should be at 90 degrees of bank as the nose of the aircraft passes the original roll axis (both on the first and sec- ond half of the roll), and the degrees nose high and low at these points are defined by the number of degrees of the original offset. The ending airspeed should be approximately the same as the entry air- speed for a symmetrically flown maneuver, but symmetry is more important than finishing at entry airspeed..

4.36.5. Maintain positive G-loading throughout the roll. To gain energy, use higher power settings and/or light G-loading.

4.36.6. A barrel roll will require a forward distance of approximately 3 nm and 4,000 to 8,000 feet above.

4.37. Loop:

4.37.1. Pre-proficiency entry parameters are 500 KIAS, using MIL power. Post-proficiency entry parameters are 450 to 500 KIAS, using 550 degrees EGT - MIL power.

4.37.2. Begin the loop with entry airspeed and approximately 10,000 feet of altitude above you. Smoothly apply back stick pressure until reaching approximately 4.5 to 5 Gs (referencing the acceler- ometer as necessary) in a straight pull. Continue to increase back stick pressure to maintain the tickle or AOA “green donut.” Ensure wings are level when passing through the horizon inverted. Maintain back stick pressure to keep that tickle as Gs build to approximately 4 to 5 on the bottom side of the loop. Finish the maneuver in level flight at entry parameters, unless flowing immediately into another maneuver.

4.37.3. A loop will require approximately 1 to 2 nm forward and 8,000 to 10,000 feet above you from the start of the pull until maneuver completion. This does not include airspace used to set the maneu- ver up or post-loop maneuvering.

4.38. Split-S:

4.38.1. Pre-proficiency entry parameters are 200 KIAS, using MIL rpm. Post-proficiency entry parameters are approximately 200 KIAS, using 90 percent rpm - MIL power.

4.38.2. The split-S is essentially the last half of a loop. Enter the split-S from a slight climb to ensure completion of the roll to the wings-level inverted attitude before the nose reaches the horizon. Once

inverted, neutralize the ailerons and increase back stick pressure to attain light buffet in a straight pull. Maintain the light buffet until reaching the desired G-loading.

4.38.3. The maneuver is complete when you are wings level approximately 180 degrees from entry heading. A split-S requires approximately 1 nm forward, 1 nm behind, and 7,000 to 10,000 feet below. 4.39. Immelmann:

4.39.1. Pre-proficiency entry parameters are 500 KIAS using MIL power. Post-proficiency entry parameters are 450 to 500 KIAS using 550 degrees EGT - MIL power.

4.39.2. The Immelmann resembles the first half of a loop followed by a half roll at the top. Begin the Immelmann by using the same mechanics as a loop. Just prior to reaching the inverted, level-flight attitude (front cockpit reference—canopy bow on the horizon), relax back stick pressure and execute a half roll in either direction. Complete the maneuver in level flight 180 degrees from the original heading.

4.39.3. An Immelmann will require approximately 1 nm forward and 8,000 to 10,000 feet above. 4.40. Cuban Eight:

4.40.1. Pre-proficiency entry parameters are 500 KIAS, using MIL power. Post-proficiency entry parameters are 450 to 500 KIAS using 550 degrees EGT - MIL power.

4.40.2. Begin the Cuban eight by using the same mechanics as a loop. Continue to pull through the inverted, level-flight attitude. As the aircraft approaches a 45-degree, nose-low inverted attitude, relax back stick pressure and execute a half roll in either direction. Keep the nose of the aircraft approxi- mately 45 degrees below the horizon until beginning the next 4.5 to 5 G pullup. Do not allow the nose to drift up as airspeed increases.

4.40.3. To obtain entry airspeed for the second half of the maneuver, lead the pullup by approximately 50 knots (10 knots for each 10 degrees nose low). Repeat the entire maneuver, except at the 45-degree, nose-low inverted attitude, the direction of roll will be opposite that of the first roll. Complete the maneuver in level flight, at entry speed, and heading in the original direction.

4.40.4. A Cuban eight will require approximately 1 nm forward, 2 nm behind, and 8,000 to 10,000 feet above.

4.41. Cloverleaf:

4.41.1. Pre-proficiency entry parameters are 450 KIAS, using MIL power. Post-proficiency entry parameters are 400 to 500 KIAS using 550 degrees EGT - MIL power.

4.41.2. A complete cloverleaf consists of four identical maneuvers (“leaves”), flown consecutively and in the same direction, with each entry heading 90 degrees from the previous one.

4.41.3. From level flight, choose a 90-degree reference point and then begin a 2 to 3 G pullup. Approaching 45 degrees of pitch, begin a slow, rolling pull to lay the aircraft on its back at your selected 90-degree reference point. The airspeed should be between 175 to 200 KIAS as the aircraft passes through the inverted, level-flight attitude.

4.41.4. The pullout part of each “leaf” resembles a split-S. Smoothly increase back stick pressure to maintain the light buffet as the Gs increase. After passing the nose-low, vertical position, adjust back

stick pressure to arrive at the level-flight attitude with entry airspeed. Continue the maneuver by start- ing the next “leaf.”

4.41.5. A cloverleaf will require approximately 3 nm forward, 2 nm in the direction of the first turn, 3 nm opposite the direction of the first turn, and 8,000 to 10,000 feet above. NOTE: Because most of a cloverleaf will be away from your first turn, you should turn into the closest border for the first leaf. 4.42. Chandelle:

4.42.1. Pre-proficiency entry parameters are 400 KIAS, using 95 percent rpm. Post-proficiency entry parameters are 350 to 450 KIAS using 90 percent rpm - MIL power.

4.42.2. The chandelle is a steep, climbing turn of approximately 180 degrees with maximum altitude gain for a given power setting and entry airspeed. The maneuver involves constantly changing your altitude, airspeed, and nose track; the altitude is always increasing and the airspeed is always decreas- ing.

4.42.3. Begin on parameters, with the nose below the horizon. Start a climbing turn so the nose of the aircraft passes through the horizon after 30 to 45 degrees of turn with approximately 60 degrees of bank. The nose of the aircraft should continue to rise at a constant rate and describe a straight line diagonal to the horizon.

4.42.4. Hold the bank constant, using top aileron and/or rudder as necessary, until approximately 135 to 150 degrees of turn. At this point, continue the nose track and start decreasing the bank angle to complete the maneuver with the wings level (not level flight) at approximately 200 KIAS and 180 degrees of turn. The lower the nose at the beginning, the higher it will be at the end, and vice versa. For example, if you enter at 15 degree nose-low, you will finish at approximately 45 degrees nose-high. If you enter at 20 degrees nose-low, you will finish at approximately 60 degrees nose-high. 4.42.5. A chandelle will require approximately 1 nm forward, 1 nm in the direction of the turn, and 6,000 to 7,000 feet above.

Chapter 5 FORMATION Section 5A—Formation Administration

5.1. Introduction. The purpose of flying formation is to provide the mutual support required to accom- plish a given mission. Whether the mission is air superiority, interdiction, or close air support, mutual sup- port is essential for mission accomplishment. More than any other type of flying, formation provides the best environment for building confidence and for teaching self-reliance, self-discipline, and the proper application of aggressiveness in military flying. Procedures used in formation typically remain the same whether in two-ship or larger formations. Differences in procedures will be highlighted throughout this chapter.