zlin maneuvers manual

7/21/2019 Zlin Maneuvers Manual

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MORAVAN ZLIN 242L

FLIGHT MANEUVERS MANUAL

MARCH 2002

ACES UP AVIATION


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2 MORAVAN Z242L ZLIN MANEUVERS MANUAL, MARCH 2002

TABLE OF CONTENTS

Chapter 1--ENERAL INFORMATION !

1.1 Introduction 3

1.2 Briefings. 31.3 Transfer of Aircraft Control... 3

Chapter 2--AEROBATICS 4

2.1 Performing Aerobatic Maneuvers 4

2.2 Increased Maneuvering 4

2.3 !A"areness #$ercise. % 2.4 #nerg& Maneuvering. %

2.% 'oo(.. )

2.) Aileron *oll.. +

2.+ ,(lit!,... + 2.- Candelle.. +

2./ Barrel *oll. -

2.10 Cloverleaf. / 2.11 'a& #igt 10

2.12 Immelmann.. 11

2.13 Cuban #igt.. 11

Chapter !"SPIN TRAINING 12

3.1 Intentional ,(in #ntr&.. 123.2 ,(in Prevent Training.. 12

Chapter 4--TRAFFIC PATTERN AN# LAN#IN 1!

4.1 eneral uidelines 13

4.2 veread Pattern.. 13 4.3 o!Around 14

4.4 Closed Traffic... 1%

F$%&re'

1. 'oo(.. 1)2. Candelle. 1+

3. ie" of Barrel *oll Around a Cloud.. 1-

4. Cloverleaf. 1/%. 'a& #igt 20

). Cuban #igt. 21

+. ormal Traffic Pattern.. 22

Chapter 1


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MORAVAN Z242L ZLIN MANEUVERS MANUAL, MARCH 2002 !

ENERAL INFORMATION

1(1 I)tr*+&t$*)(Te ob5ective of tis manual is to (rovide tecni6ues and (rocedures to aid &ou in

becoming a (rofessional (ilot. The goal is to gain proficiency in all the aerobatic maneuvers you will flyin the T-6A, thus giving you the advantage as you enter pilot training. First impressions are everything in

todays competitive environment. To accom(lis tis goal7 &ou must attain te igest degree of

(roficienc& (ossible. Tis re6uires initiative7 good 5udgment7 trained refle$es7 and s8illful fl&ing7 "iccome onl& as a result of stud&7 (ractice7 and determination. Te information &ou learn ere "ill form te

foundation for &our militar& aviation career. ood stud& abits are essential. #ver& detail is im(ortant if

&ou e$(ect to be a safe7 (rofessional (ilot. Te ma5orit& of te s8ills and tecni6ues &ou develo( in (ilottraining "ill come from &our assigned instructor7 from oter instructors &ou fl& "it7 and troug &our

e$(eriences. As &ou gain e$(erience and confidence as a (ilot7 &ou "ill also be develo(ing &our abilit& to

use sound 5udgment. This manual mirrors the T-6A maneuvers manual. In fact, it is eactly li!e the T-6A

manual ecept where you see italici"ed words. The concept is to give you flight training as the Air Forcewould have you learn it # only the airspeeds, altitudes, and aircraft will differ. $ou have probably studied

the Air Force %ed Flag program, where they attempt to simulate the first &' combat missions to improve

your survivability in war. In the same way, the (-ride )lin Training *rogram is designed to improve yourperformance prior to your first Air Force training flights.

1(2 Br$e$)%'.

1(2(1( Pre/$%ht Br$e$)%(Missions trougout te Air 9orce are (receded b& a (refligt briefing. +e

will do the same but be much more brief and concise as to the maneuvers we will perform. $ou should

come well prepared for a flight by reading and studying this manual etensively.

1(2(2( P*'t/$%ht #er$e$)%(After eac fligt7 te instructor"ill revie" te mission. Tis revie" sould

clear u( an& mista8es made7 but as8 6uestions if &ou failed to gras( all te ste(s in an& of te maneuvers.Becoming a militar& (ilot demands tat &ou understand eac lesson full&. Be sure &ou understand &our

mista8es and o" to correct tem. Te time to as8 6uestions is immediatel& after te fligt7 "en &our

(roblems or concerns are still fres in &our mind.

1(! Tra)'er * A$rrat C*)tr*/.:uring fligt it is (aramount to 8no" "o as control of te aircraft.

;en &ou are fl&ing7 sta& on te controls until told oter"ise. :uring transfer of control7 te (ilotrelin6uising control "ill sa& Te (ilot assuming control "ill sa&7 and "ill sa8e te stic8 noticeabl&. It is not im(ortant "o s(ea8s first7 but bot (ilots must

verball& ac8no"ledge te transfer. If tere is an& doubt or te aircraft is out of control relin6uis te

controls totall& ?stic87 rudders7 and trottle@ to te fligt instructor.

Chapter 2


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AEROBATICS

2(1( Per*r$)% Aer*at$ Ma)e&er'( Aerobatic maneuvers el( &ou develo( and (erfect &our

tecni6ue for o(erating an aircraft to obtain ma$imum fligt (erformance. Tese maneuvers aresmootl& e$ecuted and e$(lore te entire (erformance envelo(e of te aircraft. =ou "ill learn aerobatic

maneuvers to el( &ou develo( a more sensitive feel for te aircraft and to im(rove &our abilit& to

coordinate te fligt controls and remain oriented7 regardless of attitude. =ou "ill also learn to (ut teaircraft "ere &ou "ant it. 'earning to (erform aerobatics s8illfull& "ill increase &our confidence7

familiarie &ou "it all attitudes of fligt7 and increase &our abilit& to fl& an aircraft trougout a "ide

(erformance range. Aerobatics "ill also teac &ou to feel at ease "en &our bod& is oriented at an&angle. =ou "ill realie tat &ou can tin87 (lan7 observe7 and (erform as easil& inverted as u(rigt.

2.1.1. Training em(asis is on smootness and (ro(er nose trac8 during te maneuver rater tan on

meeting e$act entr& (arameters. :o &our (art to (revent loss of consciousness ?'C@ e(isodes b&avoiding une$(ected7 ra(id7 or abru(t control in(uts "en &ou are fl&ing te aircraft.

2.1.2. =ou sould normall& use te s(ecified entr& (arameters for aerobatic maneuvers7 but &ou ma&ma8e small ad5ustments to entr& airs(eeds and (o"er settings "en tis "ould enance energ& (lanning

or e$(edite te (rofile flo".

2.1.3. Continuall& strive for (recision "en fl&ing tese maneuvers. ormall&7 &our left and is on te

throttleand &our rigt and is on te control stic8. Avoid te use of a t"o!anded stic8 tecni6ue to

maintain a "ings level attitude. Conscientious (ractice of tese maneuvers "ill (a& big dividends in

(roviding 8no"ledge of control (ressures7 timing7 and (lanning7 all of "ic are necessar& for (recisionfl&ing. Te minimum altitude for entr& or recover& from aerobatic maneuvers is &,(''feet above te

terrain.

2.1.4. Before (erforming tese maneuvers7 ensure loose e6ui(ment is sto"ed and clear te area. If flo"n

in a series7 &ou do not ave to cec8 tese items bet"een individual maneuvers. #nsure te area is clear7

and attain te entr& airs(eed for te maneuver.

2(2( I)rea'e+ Ma)e&er$)%(:uring aerobatic fl&ing &ou "ill (erform maneuvers at different and

ever!canging levels. Tis is es(eciall& true of an& maneuver tat starts "it e$treme nose!do"nattitude at lo" airs(eed and transitions to increasing airs(eeds and iger loads7 suc as nose!lo"

recoveries7 over-the-top maneuvers7 and s(lit!, maneuvers. To maintain ma$imum alertness and avoid

gra&out7 blac8out7 or loss of consciousness during aerobatic fligt7 an effective anti! strain is essential.

2(2(1( A)t$- Stra$)$)% Ma)e&er 3ASM(It is im(ortant to start te A,M before te onset of te

forces and maintain te strain trougout te (eriod of increased loading. Te amount of strain

re6uired "ill var& "it te amount of a((lied force. ;en encountering ig situations7 allelements of te A,M are re6uired. :uring an A,M7 antici(ation of te necessar& strain7 full muscle

contraction7 and constant breating c&cles become vital. 'o"er situations "ill still re6uire all

elements of a full A,M7 but at a lo"er level of strain intensit&. Te instructor "ill (rovide guidance ono" to (ro(erl& accom(lis te A,M and "ill ensure &ou can (erform it (ro(erl&.

2.2.1.1. Accom(lis te A,M b& firml& contracting muscles of te legs7 abdomen7 and cest. As te

amount of s increases7 &ou "ill need to increase te intensit& of te strain and tr& to e$ale troug aclosed air"a&. Continue to strain and simultaneousl& breate a((ro$imatel& ever& 2 to 3 seconds. Tin8


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MORAVAN Z242L ZLIN MANEUVERS MANUAL, MARCH 2002 5

about te A,M as a continuum. As te amount of s increases7 and &ou increase te intensit& of te

strain7 (a& careful attention to (ro(er breating tecni6ues. It is im(ortant not to old te strain too long

"itout breating because tis "ill reduce tolerance. If gra&out occurs at te onset of forces7

a((lication of te A,M ma& not eliminate te gra&out. If altitude and ?or@ airs(eed are not critical7return to one fligt7 rea((l& te anti! strain7 and ten continue maneuvering. se caution not to

e$ceed aircraft limits or &our (ersonal !limit for te (articular da&.

2.2.1.2. *emember7 "ile fl&ing aerobatic maneuvers &ou "ill be e$(osed to different levels. B&

antici(ating tese s earl& and (erforming te A,M (ro(erl&7 &ou ma& avoid gra&out7 blac8out7 and

loss of consciousness.

2(2(2 ASM #e*)'trat$*). Te instructor "ill (erform an A,M demonstration to allo" &ou to

(ractice &our anti! strain tecni6ue and familiarie &ou "it increased fligt. Te demonstration "ill

consist of a series of turns7 eac at a constant level7 "it a brea8 bet"een turns for criti6ue and rest.Te maneuver "ill be flo"n at graduall& increasing levels7 starting at t"o s and increasing to four

s de(ending on &our (roficienc&.

2(!( -A6are)e'' E7er$'e( If an A,M demonstration is not done7 (erform a !a"areness

e$ercise

before fl&ing an& maneuver tat ma& result in increased s. Te !a"areness e$ercise sould be a levelor descending turn using ma$imum (o"er. Begin te maneuver "it sufficient airs(eed to reach4 s.

onset sould be slo" and smoot7 allo"ing sufficient time to evaluate te effectiveness of &our

A,M and determine &our tolerance. Increase s to a((ro$imatel& 4 s and maintain for several

seconds in order to allo" full cardiovascular res(onse. If &ou begin to gra&out during te maneuver7return to one fligt7 reevaluate &our strain7 and ten slo"l& and smootl& reenter te !a"areness

e$ercise.

2(4( E)er%8 Ma)e&er$)%( A good 8no"ledge of energ& (lanning "ill enance &our abilit& to

use

time7 fuel7 and an assigned altitude bloc8. Total energ& is a combination of altitude and airs(eed one canbe traded for te oter. To trade altitude for airs(eed7 lo"er te nose and set ma$imum (o"er. A

commonl& used reference is te cano(& bo" on te orion. sing tis reference and ma$imum (o"er7

&oucan accelerate to entry airspeeds efficiently and uic!ly. ne effective "a& to trade airs(eed for

altitude is to use ma$imum (o"er and a((ro$imatel& &(nose ig "it "ings level. Te ideal energ&

level occurs near te topof te altitude bloc8 at &''8nots. =ou can (erform an& aerobatic maneuver

from tis energ& level. Plan &our maneuvers to flo" from one to anoter. All over-the-top maneuvers

and the split are energ&!losing maneuvers. #nerg&!gainingneutralmaneuvers include the aileron roll,la"y eight, barrel roll and candelle.

TABLE S&ar8 * E)tr8 A$r'pee+' a)+ P*6er Sett$)%' *r Aer*at$'


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I

T

E

A B C

M Ma)e&er A$r'pee+ 3:IAS P*6er Sett$)%

1 L**p 130 MA;

2 A$/er*) R*// 97 Min MA;! Sp/$t S 86 Max Max

4 Cha)+e//e 100!130 MA;

5 Barre/ R*// 100!130 MA;

9 C/*er/ea 130 MA;

< La=8 E$%ht 100 MA;

> Ie/a)) 130 Min MA;

? C&a) E$%ht 130 MA;

/ost plit s are performed in idle or low power settings. In the )lin we will maintain /a power to

minimi"e engine shoc! temperatures and avoid having to ma!e throttle changes between maneuvers.%eali"e to minimi"e altitude loss the throttle can be brought to idle if reuired.

2(5( L**p(Te loo( is a 3)0turn in te vertical (lane ?see figure@. ,ince it is e$ecuted in a single

(lane7 te elevator is te (rinci(le control surface used. Te ailerons and rudder are used for

coordination and directional control. Te ob5ective of te maneuver is to maintain a constant nose trac8.

2.%.1. To remain oriented7 select a road or section line for a ground reference. Align te aircraft "it te

reference7 and 8ee( tem aligned trougout te loo(. Ad5ust te throttle to /a7 and attain te entr&

airs(eed of &0'8notsby lowering the nose to almost "ero 1.

2.%.2. 2nce reaching &0' !nots, increase bac8(ressure to (ull te nose u( at a constant rate. If &ou (ull

u( too fast7 &ou ma& e$ceed te 1 limits. If &our initial (ull!u( is too slo"7 &our airs(eed "ill be slo"

over te to( and &ou ma& stall. Centrifugal force "ill cause &ou to feel a definite seat (ressure. se tisseat (ressure ?initiall& about 3-3s on te accelerometer@ to determine te correct rate of movement of

te nose ?for e$am(le7 if tere is ver& little seat (ressure7 &our (ull!u( is too slo"@. Maintain te initial

rate of nose movement trougout te maneuver b& ad5usting bac8(ressure. As airs(eed is de(leted inte (ull!u(7 less bac8(ressure is re6uired to maintain a constant rate of nose movement. Increased rigt

rudder is re6uired as airs(eed decreases. A good rule of tumb is to increase rigt rudder an&time &ou

see s8& during an over!te!to( maneuver. se aileron and rudder (ressure to 8ee( te "ings leveltrougout te maneuverand maintain ground trac!.

2.%.3. ;en &ou can no longer see te orion aead7 loo8 at te "ingti(s and 8ee( tem e6uidistant

from te orion. After (assing te vertical fligt (osition7 tilt &our ead bac8 and "atc for te orion

to a((ear. se te orion to maintain a "ings level attitude. 'ocate te reference on te ground tat &ouused to begin te maneuver.

2.%.4. As te inverted (osition is attained7 release some bac8(ressure in order to maintain a constant rate

of nose movement. se aileron (ressure as needed to 8ee( te "ings level. As te nose (asses troug

te orion and te aircraft reenters a dive7 increase bac8(ressure to return to te level!fligt attitude.Trougout te last alf of te maneuver7 use te ground reference to maintain te desired vertical (lane.

It is not necessar& to com(lete te maneuver at entr& altitude or airs(eed.


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MORAVAN Z242L ZLIN MANEUVERS MANUAL, MARCH 2002 MORAVAN Z242L ZLIN MANEUVERS MANUAL, MARCH 2002

2.-.). If te rate of climb is too fast7 te aircraft "ill a((roac a stall before turning 1-0 and te

maneuver must be discontinued. If te rate of (itc cange is too slo"7 te 1-0 (oint ma& be reaced

before te ma$imum (itc attitude is attained. If &ou (lan to (ull fast7 roll in fast if &ou (lan to (ull u(

more slo"l&7 roll in slo"l&.

2.-.+. ne (oint must be em(asied. ;en starting te maneuver7 te rate of roll in is faster tan te

rate of (ull!u(. Te result is a greater cange in ban8 tan in (itc from te beginning to te com(letion

of te maneuver. Te ban8 "ill increase to )0and ten bac8 to level. Te total (itc cange ma& onl&

be 3(or ('. Te nose sould describe a straigt diagonal line to te orion from te lo"est (oint at

te beginning of te maneuver to te igest (oint at te 1-0(osition.

2.-.-. Te maneuver is com(lete after rolling "ings level at an airs(eed sligtl& above stall. After &ou

level te "ings7 com(lete te maneuver b& lo"ering te nose to level fligt before a stall occurs.

2(?( Barre/ R*//(A barrel roll ?see figure@ is a coordinated roll in "ic te nose of te aircraft

describes a circle around a (oint on te orion. Maintain definite seat (ressure trougout te roll.Practice te barrel roll in bot directions. Tere is little or no net loss or gain of altitude from te

maneuver.

2./.1. ,elect a reference (oint on or near te orion!!a cloud or a landmar8. Attain te entr& airs(eed

of &''-&0'8nots b& diving te aircraft "ile clearing. Attain tis airs(eed "it te nose of te aircraftbelo" te reference (oint. se MAE (o"er during te maneuver.

2./.2. Begin a coordinated turn in te o((osite direction of te desired roll. Fee( te aircraft nose belo"

level fligt until it as turned u( to 4%to te side of te reference (oint. Ten begin rolling out of te

initial turn7 and allo" te nose to rise so te "ings are level 5ust as te aircraft (asses troug a level!

fligt attitude. At tis (oint7 distance to te side of te reference (oint de(ends on te s(eed of terollout. Tis distance from te reference (oint sould remain te same trougout te barrel roll.

2./.3. 9rom level fligt7 continue "it coordinated stic8 and rudder (ressure7 causing te climb and

ban8 to increase. As te "ings reac te vertical attitude7 te aircraft sould be at its igest (itc

directl& above te reference (oint. After &ou (ass tis (osition7 rela$ some of te bac8(ressure7 butcontinue te roll b& blending in more aileron (ressure. If &ou old te same amount of bac8 (ressure as

&ou did in te first 6uarter of te roll7 &ou "ill (ut te nose do"n too fast in relation to te orion

because gravit& is no" assisting lift ?do"n"ard@. Plan te roll so te "ings become level 5ust as teaircraft reaces te inverted level!fligt attitude. Te aircraft nose trac8 sould no" be te same distance

on te o((osite side of te reference (oint as it "as at te beginning of te maneuver. Te aircraft nose

sould ave described a semicircle about te reference (oint. As te aircraft (asses tis (osition7continue te roll and begin a((l&ing increased elevator (ressure.


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MORAVAN Z242L ZLIN MANEUVERS MANUAL, MARCH 2002 ?

2./.4. As te "ings again reac te vertical attitude at te bottom of te maneuver7 te nose trac8 sould

continue to be an arc of a circle "it te reference (oint at its center. In tis last 6uarter of te roll7 &ou

must begin to blend in more elevator and maintain coordinated control (ressures to continue te roll so

te nose trac8 com(letes te circle around te reference (oint "ile (ositive seat (ressures are eldtrougout te roll. Te reason for blending in additional aileron (ressure at te igest (oint of te roll

is to maintain a constant rate of roll. ,ince te nose is rising continuousl& u( to tis (oint and te

airs(eed is decreasing7 te aileron deflection is less effective tan it "as at te beginning of temaneuver. Tis means te rate of roll "ill slo" do"n unless more aileron surface is (resented to te

relative "ind. Te rate of roll is eld constant b& te added aileron (ressure.

2./.%. Tese control effects a((l& to an& rolling aerobatic maneuver7 altoug te& ma& be modified. It

is te ailerons tat roll te aircraft7 and &ou sould maintain a constant rate of roll trougout te

maneuver. :o not over control "it te rudder use it onl& to maintain coordination. Trougout te

maneuver7 maintain coordinated fligt and definite seat (ressures.

2(10( C/*er/ea(Te cloverleaf is com(osed of four identical maneuvers7 eac begun /0 from te

(receding one ?see figure@. Te to( (art of tis maneuver is similar to te recover& from vertical fligt.Te lo"er (art resembles a loo(. Tis maneuver "ill el( develo( &our timing7 (lanning7 and

coordination7 using outside reference.

2.10.1. Perform te cloverleaf smootl&7 "itout ra(id rates of roll or e$cessive forces. If (ossible7

coose an area "it section lines for eas& reference. To begin te cloverleaf7 ad5ust te throttleto MAE

to attain te entr& airs(eed of &0'8nots as te aircraft reaces level fligt. Te initial (art of te

maneuver is a straigt (ull!u( similar to a loo( e$ce(t for airs(eed and lo"er loading.

2.10.2. Pic8 &our reference (oint /0from te nose. ,tart a climb and 8ee( cec8ing tis (oint as &ou

(rogress troug te climb. As te aircraft reaces 6'of (itc7 begin a coordinated roll to"ard te /0

reference (oint. Allo" te nose to continue climbing during te roll so te maneuver is fairl& slo" andla&. =our first ob5ective is to climb and roll so te nose (asses troug te reference (oint "it te

aircraft at "ings level7 inverted7 and at a relativel& lo" airs(eed. ?:onGt stare at te airs(eed indicator7

but cec8 it as &ou (ass troug &our selected (oint.@

2.10.3. As te aircraft is brougt troug te /0(oint7 8ee( te "ings level and (ull troug te

bottom of te maneuver. Plan te (ull to reac level fligt "it approimately &0'8nots. To avoid

e$cessive s at te bottom of te (ull7 a((l& more bac8(ressure as soon as te nose trac8 descendsbelo" te orion and old sufficient bac8(ressure to 8ee( te airs(eed from building u( too 6uic8l&

during te initial (art of te (ullout. =ou ma& ave to release some bac8(ressure in order to reac entr&

airs(eed. If &ou let te airs(eed build u( too fast7 &ou "ill (robabl& e$ceed &3'8nots and find &ourself

(ulling ig forces in te (ullout. se increased bac8(ressure earl& do it smootl& and avoid tebuffet range. Buffet "ill not urt te aircraft7 but it is (oor tecni6ue.

2.10.4. Daving com(leted one 6uarter of te maneuver7 again select a (oint /0 from te nose and

re(eat te maneuver 5ust described. 9our com(lete loo(s in te same direction ma8e te cloverleaf. To

conserve energy normally only uarters of the maneuver will be flown in )lin training.


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2(11( La=8 E$%ht(A la& eigt is basicall& a coordination e$ercise. It is a slo"7 la& maneuver "ere te

nose trac8 of te aircraft describes a figure eigt l&ing on its side at te orion. Te orion line bisects

tis figure eigt lengt"ise. Te maneuver includes a 1-0 cange of direction and reversal7 and it

re6uires a continuous cange of (itc and ban8 ?see figure@.

2.11.1. To e$ecute te la& eigt7 &ou must use constantl& canging control (ressure. Tis is due to tecanging ban87 (itc attitudes7 and airs(eeds. As an aid to ma8ing s&mmetrical loo(s7 &ou sould selecta (rominent (oint on te orion or a ground reference suc as a section line or road from "ic &ou

can mentall& (ro5ect an imaginar& intersection at te orion. Te more references &ou use7 te easier it

is to (erform good la& eigts and remain oriented in te area.

2.11.2. 'oo8 in te direction of te turn7 and clear "ile (erforming te maneuver. In straigt!and!level

fligt "it approimately &''8nots airs(eed and MAE throttle7 select te desired reference (oint on te

orion. Align te aircraft so te reference (oint is directl& off a "ingti(. Blend aileron7 rudder7 andelevator (ressures simultaneousl& to start a gradual climbing turn in te direction of te reference (oint.

2.11.3. Te initial ban8 is ver& sallo" to (revent turning too fast. As te nose is raised7 te airs(eeddecreases7 causing te rate of turn to increase. Also7 as te ban8 is increased7 te rate of turn "ill

increase. Time te turn and (ull!u( so te nose reaces te igest (itc attitude "en te aircraft as

turned 4%or alf"a& to te reference (oint. se outside references and te attitude indicator to

crosscec8 tese (itc!and!ban8 attitudes.

2.11.4. :o not old te nose in tis attitude7 but lo"er it slo"l& to te orion and to"ard te reference

(oint. Continue to increase &our ban8 to attain 4'as te nose reaces te orion. Crosscec8 outside

references and te attitude indicator for ban8. Te level!fligt (itc reference (oint sould reac te

orion at te /0(oint. Fee( a cec8 on te (rogress of te turn b& cec8ing outside references.

2.11.%. Te lo"est airs(eed is encountered 5ust as te nose reaces te orion ?a((ro$imatel& ('8notsbelo" entr& airs(eed@. :o not sto( te nose at te orion7 but fl& te aircraft into a descending turn sote nose trac8 describes te same sie loo( belo" te orion as it did above te orion. ;en te nose

trac8 (asses troug te orion7 begin to decrease te ban8 graduall&. ;en te aircraft as turned

13%7 te nose sould ave reaced its lo"est attitude. Te ban8 sould diminis during te descending

turn at about te same rate as it increased in te climbing turn.

2.11.). At te 13%(oint7 tere is 4%of turn remaining before te aircraft reaces a level!fligt attitude.

Continue blending sufficient stic8 and rudder (ressure to simultaneousl& raise te nose and level te"ings. Monitor te (rogress of te turn b& cec8ing &our outside reference (oint. Plan to arrive at te

1-0(oint in level fligt "it entr& airs(eed. Te "ings sould become level as te aircraft reaces te

level!fligt attitude at te 1-0(oint.

2.11.+. Daving com(leted alf te eigt7 te o((osite "ing is no" to"ard te reference (oint and te

nose at te 1-0(oint7 "it entr& airs(eed. :o not esitate in straigt!and!level fligt7 but begin anoter

climbing turn in te direction of te reference (oint. Tis turn is o((osite to te one used at te start of

te maneuver. 9l& te second 1-0turn li8e te first.


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2.11.-. Com(lete te maneuver "it te aircraft eaded in te original direction. Com(lete te

maneuver in a slo"7 smoot7 la& manner "itout esitation and "it constantl& canging control

(ressures and fligt attitudes. Tr& to use outside references to fl& a (recise nose trac8 tat results in a

s&mmetrical maneuver.

2(12( Ie/a))(Te Immelmann is a alf loo( follo"ed b& a alf roll7 all flo"n in te same vertical

(lane.

2.12.1. Ad5ust te throttle toMAE and begin te maneuver b& ma8ing a normal loo( entr& at &0'8nots

minimum 8&3' !nots entry will give you additional airspeed at the top for a smoother roll9 . Continue temovement of te nose b& increasing bac8(ressure. Maintain a constant rate of movement of te nose

trougout te (ull!u( ?initiall& about 0-3 s on te accelerometer@. Maintain "ings level "it

coordinated fligt controls.

2.12.2. As te aircraft reaces a (oint a((ro$imatel& 'above te orion inverted7 unload the aircraft

and a((l& aileron in eiter direction to initiate a roll to level fligt. Troug te first (ortion of te roll7

rudder sould be o((osite to a((lied aileron (ressure. *udder "ill be reversed and coordinated in tesame direction as a((lied aileron in te last (ortion of te roll. This maintains the nosetrac! in the same

direction.

2.12.3. :uring te first alf of te roll7 rela$ some bac8(ressure to 8ee( te nose trac8 in te same

vertical (lane. Increase tis bac8(ressure again as te level!fligt attitude is a((roaced because te

nose "ill "ant to dro( as te airs(eed decreases. Increase te blended rudder (ressure during te last

(art of te rollout to old te nose in te vertical (lane. Te maneuver is com(lete after a momentar&(ause in level fligt follo"ing te rollout.

2(1!( C&a) E$%ht(#ac alf of tis maneuver is a sligtl& modified combination of te 'oo( and teImmelmann. It is a((ro$imatel& te first five eigts of a loo( follo"ed b& a alf roll. It is ten re(eated

in te o((osite direction ?see figure@.

2.13.1. Ad5ust te trottle to MAE7 and begin te maneuver b& ma8ing a normal loo( entr& at &0'

8nots. Proceed over te to(. After (assing troug inverted level fligt7 rela$ bac8(ressure a((roacing

4%belo" te orion7stop the nose from trac!ing,and e$ecute a alf roll in eiter direction. se rudder

(ressure as in te Immelmann to old te aircraft on te desired eading. *elease te elevator (ressureto 8ee( te nose trac8 in te same vertical (lane.

2.13.2. After com(leting te alf roll7 (lan &our (ull!u( to attain &0'8nots "en (assing troug level

fligt. Continue te (ull!u( into anoter loo( entr&. Te second alf of te Cuban #igt is identical to

te first e$ce(t te roll is in te o((osite direction. Te maneuver is com(lete "en &ou attain levelfligt at entr& airs(eed.

Chapter !


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SPIN TRAINING

!(1 I)te)t$*)a/ Sp$) E)tr8. All spin training will start with a demo by the instructor.

3.1.1 Before entering an& intentional s(in7 do te (re!s(in cec8s and climb to 3''' A1:minimum.

se Ma$ (o"er during te initial (art of te (ull!u( for s(in entr&. *etard te (o"er to idle at or beforefirst stall indication. #stablis a nose!ig (itc attitude of 1% to %0 degrees.

3.1.2 At te first stall indication7 slo"l& and smootl& a((l& bac8 stic8 and rudder in te desireddirection of te s(in. ;en te aircraft begins to stall7 move te stic8 at a rate tat "ill maintain a

constant (itc attitude until te stic8 is all te "a& bac8. A((l& rudder at a rate so full rudder occurs

simultaneousl& "it te full bac8 stic8. Ma8e sure &ou use full travel of te stic8 and rudder and old

te controls firml& against te sto(s "it ailerons neutral.

3.1.3 As soon as te aircraft as (rogressed into an inci(ient s(in7 (roceed "it te s(in recover&

(rocedure. :o not "ait for te s(in to reac stead&!state tis onl& results in e$cessive loss of altitude.

3.1.4 P&sicall& recec8 tat te trottle is in idle.

3.1.% ,mootl& a((l& full rudder o((osite te direction of te s(in ?o((osite te turn needle@ and old.

Tis slo"s te rotation rate to its lo"est level but ma& not be noticeable b& first time students.

3.1.) Immediatel& follo"ing te rudder in(ut7 move te control stic8 r$'@/8for"ard of neutral 8ee(ingte ailerons centered. E7pet 'p$) r*tat$*) t* $)rea'eas te nose is lo"ered7 but u(on recover&7 s(in

rotation "ill abru(tl& cease "it te aircraft in a stee(7 nose!lo" attitude ?normall& straigt do"n@.

Ne&tra/$=e *)tr*/'and recover from te ensuing dive. 9ailure to neutralie te rudder before recover&from te dive "ill result in a minimum of ver& uncoordinated fligt and "orse case7 "en combined

"it a secondar& stall7 in a sna( s(in in te o((osite direction.

SPIN PREVENT TRAINING

3.2 ,(in Prevent Training is done to (ractice realistic (rocedures sould an inci(ient s(in develo( for

"atever reason. Te easiest "a& to H(reventG a s(in is to remove one of te re6uired items for a s(in to

occur tat is to remove te "ing stall and fl& &ourself out of te inci(ient s(in entr&. Tis is done b&

a((l&ing aggressive for"ard stic8 to brea8 te stall and fl&ing te aircraft bac8 to a "ings level attitude.#ntr& for s(in (revent training is te same as s(in training. ;en te aircraft enters into te inci(ient

s(in7 smootl& a((l& for"ard stic8 to brea8 te stall and recover te aircraft. Tis (rocedure "ill

normall& "or8 all te "a& u( to one full turn of a s(in entr&. ,ould it fail to recover te aircraft7(roceed "it te s(in recover& (rocedures.

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MORAVAN Z242L ZLIN MANEUVERS MANUAL, MARCH 2002 1!

TRAFFIC PATTERN AN# LAN#IN

4(1 e)era/ &$+e/$)e'(Te run"a& is te (rimar& reference in te traffic (attern. =ou sould learn

o" to ad5ust for "inds and o" to determine universal references tat "ill "or8 at an& field. se tesereferences as aids in develo(ing te 5udgment re6uired to accuratel& estimate distances and glide (at.

4(2 Oerhea+ Patter)( Te 3)0overead (attern is used to safel& and (ro(erl& andle a ma$imum

number of aircraft "it minimum congestion. Te (attern s(acing sould be ad5usted for e$isting "ind

conditions.

4(2(1 I)$t$a/ Appr*ah(;en turning onto initial7 (lan te rollout so &our ground trac8 is aligned "it

te run"a& centerline or as directed. Altitude is normall& 7'' - &,'''feet above te terrain and airs(eed

is &''-&0'8nots.

4(2(2 Brea@( Te brea87 a 1-0 degree decelerating turn to do"n"ind7 is normall& (erformed at the

a((roac end of te run"a&. Te e$act (oint of te brea8 is affected b& e$isting "ind conditions. To

accom(lis te brea87 smootl& roll into a ban8 of a((ro$imatel& )0. Te angle of ban8 and amount ofbac8(ressure "ill var& according to "ind conditions. Ad5ust te throttleas re6uired to slo" te aircraft

to 7'-4'FIA,. Continue te level turn and rollout on te do"n"ind "it te necessar& drift correction

to maintain a fligt (at (arallel to te run"a&.

4(2(! #*6)6$)+ Le%( se (o"er as necessar& to maintain airs(eed and altitude. Te minimum

airs(eed on te do"n"ind leg is 7'8nots. As airs(eed decreases below 4'8nots7 &ou "ill ave to retrim

te aircraft and increase te (itc attitude to maintain level fligt. A((roacing te turn to final ?(erc(oint@ select ta!eofffla( setting and begin te turn to final.

4(2(4 F$)a/ T&r)(Te final turn begins as &ou initiate te turn from te do"n"ind leg. Te turn is

com(lete "en te "ings are level on final a((roac. Plan te final turn to rollout on final a((roac"it a 3!4glide (at. Tis e6uates to a((ro$imatel& &('-''feet above te terrain at ; milefrom te

a((roac end of te run"a&. Te rollout on final can var& bet"een 1J2 to 3J4 mile from te run"a&.

Ad5ust te altitude lost during te final turn to establis a good glide (at.

4.2.4.1. Ad5ust te turn (oint for te e$isting "ind condition. If a strong tail"ind e$ists on do"n"ind7

remember tis "ill blo" te aircraft from te a((roac end and a long final "ill result if te turn isstarted at te normal (osition. Before beginning te final turn7 it "ill be el(ful to (ic8 a s(ecific rollout

(oint on te ground. Begin &our turn to final to arrive "ings level on final over tis (oint.

4.2.4.2. ,tarting te final turn7 simultaneousl& lo"er te nose of te aircraft and roll into a((ro$imatel&

30of ban8. ;en te ban8 and (itc are set7 te orion sould be in te u((er one!tird of te

"indscreen.

4.2.4.3. After starting te final turn, maintain 5' !nots minimumand trim te aircraft. Ma8e a geardo"n call to te controlling agenc& as soon as safel& (ossible after confirming &our configuration.

4.2.4.4. In te final turn7 divide &our attention bet"een te airs(eed indicator7 rollout (oint7 and run"a&.isualie and (ro5ect &our descent angle around te final turn7 over te rollout (oint7 and do"n te final

a((roac. Te descent angle7 (ro5ected to te ground7 "ill be to a (oint 5ust sort of te intended


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toucdo"n (oint. Because of cross"inds7 it ma& be necessar& to var& ban8 angle in te final turn. =ou

ma& increase te ban8 u( to 4%7 but remember tat te stall s(eed of te aircraft "ill increase. If &ou

ave an& doubt about te safet& of continuing te a((roac7 go around.

4(2(5 F$)a/ Appr*ah(Te final a((roac begins "en te "ings are level after te final turn. n final

a((roac7 select landing flaps and slo" to 6( !nots 86' !nots minimum9and trim te aircraft. Cec8&our s(acing "it te aircraft aead of &ou on final a((roac. If it a((ears &ou "ill not be able to land"it (ro(er s(acing7 antici(ate te need to go around and ma8e a timel& decision.

4.2.%.1. After rolling out on final and aligned "it te run"a&7 &ou ave t"o ob5ectives. Te first is tomaintain run"a& alignment te oter is to maintain a smoot7 constant glide (at to the go-around

point.

4.2.%.2. n final a((roac7 as in te final turn7 te aircraft is affected b& "ind7 but te fligt (at mustcoincide "it te desired ground trac8. Because tere is almost al"a&s a cross"ind condition7 &ou "ill

need to use tecni6ues to maintain run"a& alignment. Tere are t"o "a&s to do tis7 te "ing!lo"

metod and te crab metod.In the )lin, use the crab method as you roll out on final, then transition tothe wing-low method as you approach the overrun.Te normal inclination is to automaticall& roll out of

te final turn "it a crab into te "ind ?see figure@.

4.2.%.3. *olling out on final "it a crab into te "ind indicates o" muc control deflection is needed

for transition to te "ing!lo" metod.

4.2.%.4. Te (ro(er metod for a((l&ing cross"ind controls is to a((l& sufficient rudder deflection toalign te longitudinal a$is of te aircraft "it te run"a&. se aileron as necessar& to 8ee( te fligt

(at aligned "it te run"a&. Maintain airs(eed b& increasing te (o"er to com(ensate for te

increased drag caused b& cross"ind controls. An eas& "a& to remember tis tecni6ue is b& teacron&m *AP ?*udder to align te nose7 Aileron into te "ind to (revent drifting7 and Po"er to

counteract te increased drag from fl&ing uncoordinated.@ +e wont be doing touch-and-gos or

touchdowns to conserve tires and airframe life so a smooth transition to a go-around is reuired. It isessential to maintain the 6( !nots minimum on the approach to accomplish the go-around.

4(! *-Ar*&)+(,ometimes during traffic (attern and landing (ractice7 &ou "ill find &ourself (oorl&(ositioned. In tis case7 discontinue &our a((roac for reasons of safet& and e$ecute a go!around.

Altoug &ou can abort an a((roac at an& (oint7 a go!around is usuall& e$ecuted from te final

a((roac or roundout. Te sooner a (oor landing condition is recognied and te go!around is started7

te safer &ou "ill be. :o not "ait until te last second to ma8e te decision. Te (ilot of te aircraftsould e$ecute te go!around "en a dangerous condition is encountered. #$am(les of dangerous

conditions are lo" final turns7 oversot final turns7 "a8e turbulence7 and inade6uate s(acing "it oter

aircraft.

4(!(1( F$)a/ Appr*ah *r La)+$)% *-Ar*&)+(Te correct metod for e$ecuting a go!around from te

final a((roac or landing (ase is to advance te throttleto ma$imum (o"er. moothly retract the flaps

to the Ta!eoff position 8use etreme care to avoid retracting the flaps totally as the wind pressure on the

flaps will cause them to go all the way up9. As te fla(s retract7 raise te nose sligtl& to offset an&


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tendenc& of te aircraft to sin8. After attaining a safe altitude and airs(eed7 retract the flaps fully andestablish climb speed of 5' !nots.

4(4 C/*'e+ Tra$(Te closed traffic (attern "as devised to get te aircraft on te ground7 using a

minimum amount of fuel. =ou ma& accom(lis a closed traffic (attern from an initial ta8eoff7 or go!

around.

4.4.1. At a minimum of 5( 8nots and no sooner tan te end of te run"a&7 re6uest clearance for a

closed traffic (attern.

4.4.2. ;en &ou ave received clearance7 clear te area and start a climbing turn to te do"n"ind leg.

Plan &our (ull!u(7 using a((ro$imatel& 0'of ban87 so te do"n"ind leg is dis(laced at a((ro$imatel&

te same distance from te run"a& it "ould be after a brea8. Minimum airs(eed during te (ull!u( is 5'

8nots ma$imum ban8 in te (ull!u( is 0'. After leveling off on downwind accelerate to 7( !nots.

4.4.3. Clear and continue "it normal a((roac and landing (rocedures. ?'o"er fla(s at te same (ointsas in a normal (attern.@


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1> MORAVAN Z242L ZLIN MANEUVERS MANUAL, MARCH 2002


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MORAVAN Z242L ZLIN MANEUVERS MANUAL, MARCH 2002 1?


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zlin maneuvers manual

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