SP-91/I-3/E-3 Flight Manual

From Matronics

Contents 1 SP-91 Flight Manual. 2 INTRODUCTION 3 GENERAL 3.1 PURPOSE OF AIRPLANE, CONFIGURATION AND OPERAING COND. 3.2 GEOMETRICAL CHARACTERISTICS 3.2.1 Dimensions 3.2.2 Wing 3.2.3 Horizontal Tail 3.2.4 Vertical Tail 3.2.5 Maximum Deflection Angles of Control Surfaces 4 OPERATING LIMITATIONS 4.1 SPEED AND ALTITUDE LIMITATIONS 4.2 G-LOAD LIMITATIONS 4.3 LIMITATIONS FOR INVERTED FLIGHTS 4.4 WEIGHT LIMITATIONS AND CENTER-OF-GRAVITY POSTION 4.5 WIND LIMITATIONS 4.6 LIMITATIONS IN TERMS OF SAFE ESCAPE FROM AIRPLANE 4.7 LIMITATIONS FOR POWERPLANT 5 PREPARATION FOR FLIGHT 5.1 VISUAL INSPECTION OF AIRPLANE 5.2 PILOT´S ACTIONS BEFORE CLIMBING INTO COCKPIT 5.3 PILOT'S ACTIONS AFTER CLIBING INTO COCKPIT 5.4 PREPARATION FOR ENGINE STARTING 5.5 ENGINE STARTING AND GROUND TESTING 5.6 Engine Warm-Up 5.7 Engine Ground-Testing 6 FLIGHT 6.1 PREPARATION FOR TAXI 6.2 CIRCUITS 6.2.1 Missed approach 6.2.2 Crosswind takeoff and landing 6.2.3 Engine shut-down 6.3 ADVANCED FLYING 6.3.1 General 6.3.2 Turn 6.3.3 Horizontal Figure-Eight Maneuver 6.3.4 Combat Turn 6.3.5 Zoom Climb 6.3.6 Zoom-Climbing Turn 6.3.7 Dive 6.3.8 Split-S 6.3.9 Normal Loop 6.3.10 Half Normal Loop (Immelmann) 6.3.11 Roll 6.3.12 Spin 6.3.13 Side-Slip 6.3.14 Spiral 6.3.15 Half Cuban Eight 6.3.16 The Hammerhead 6.3.17 Horizontal and Vertical Normal-, Snap- and Half-Rolls 6.3.18 Inverted Level Flight 6.3.19 Outside Climbing Loop from Inverted Level Flight 6.3.20 Outside Descending Loop from Normal Level Flight 6.3.21 Tailslide 7 ABNORMAL OPERATION 7.1 GENERAL 7.2 ENGINE FAILURES 7.2.1 Engine Failure on initial Climb-out 7.2.2 Engine Failure in a Circuit 7.2.3 Engine Failure in En-Route Flight 7.2.4 Erratic Engine Operation 7.2.5 Engine Vibration 7.2.6 Engine Oil Pressure Drop 7.2.7 Chips in Oil 7.2.8 Fuel Pressure Drop 7.2.9 Abnormal Engine Temperature Conditions 7.3 PROPELLER OVERSPEED 7.4 ENGINE FIRE 7.5 RADIO FAILURE 7.6 FAILURE OF AIRSPEED INDICATOR 7.7 GENERATOR FAILURE 7.8 EMERGENCY ESCAPE FROM AIRPLANE BY BALING OUT 7.8.1 Bailout in normal level flight 7.8.2 Bailout in Inverted Spin or Inverted Level Flight 7.8.3 Operation of Parachute 7.9 EMERGENCY LANDING OUTSIDE AN AERODROME 8 CHARACTERISTICS OF AIRPLANE 8.1 MAXIMUM SPEED IN LEVEL FLIGHT 8.2 LANDING- AND TAKEOFF CHARACTERISTICS 8.3 PECULIARITIES OF STABILITY AND CONTROLLABILITY 8.4 RANGE AND ENDURANCE 8.4.1 Factors which have an impact on range and endurance 8.4.2 Basic data for calculation of flight range and duration 9 OPERATION OF AIRPLANE SYSTEMS 9.1 POWERPLANT 9.1.1 M-14P Engine 9.1.2 Propeller 9.1.3 Cooling System 9.1.4 Starting System 9.2 FUEL SYSTEM 9.3 OIL SYSTEM 9.4 WHEEL BRAKE SYSTEM 9.5 CANOPY 9.6 PILOT'S SEAT 9.7 LANDING GEAR 9.8 FLIGHT CONTROL SYSTEM 9.9 NAVIGATION EQUIPMENT 10 WEIGHT AND BALANCE 10.1 GENERAL 10.2 CENTER OF GRAVITY CALCULATION 10.2.1 Loaded Weight

SP-91 Flight Manual.

INTRODUCTION

The present Flight Manual is only a translation of the original Russian manual. Should there be any discrepancy between the two manuals, so always and only the Russian version is the correct one. The translation is meant to be only a help in reading the Russian manual and therefor doesn’t claim to be right.

The Flight Manual is an integral part of the set of maintenance documenta­tion of the I-3 airplane which specifies the major rules to be observed in piloting the airplane.

The Flight Manual is a guide for the pilots adequately trained in piloting the airplane and maintaining its systems and equipment.

GENERAL

PURPOSE OF AIRPLANE, CONFIGURATION AND OPERAING COND.

The I-3 (Ref. Fig. 1) is a single seat aerobatic airplane that can be easily converted in a two seat aerobatic airplane or vise versa.

In the aerodynamic configuration the airplane is a single engine monoplane with a symmetrical profile cantilever wing and with non retractable main and tail landing gears.

The airplane is powered with the M-14P 360 hp single-row radial nine-cylinder aircooled reciprocating engine, with the V-530TA-D35 variable pitch two blade propeller, the MTV-3-B-C/L250-21 or the MTV-9 variable pitch three blade propeller.

The navigation equipment of the airplane allows its use during daytime and under VMC.

The airplane can be operated in three versions: · two seat training version · single seat aerobatic version · ferry version

In the training version the airplane is fitted with the whole set of equipment in the two cockpits.

The airplane intended to participate in sports competitions can be converted into the aerobatic version by removal of the following equipment:

· the radios · the generator · the electrical control units · the air compressor

GEOMETRICAL CHARACTERISTICS

Dimensions

· Length of airplane................................................... 6.7 m

· Height at parking ................................................. 2.14 m

· LG track at parking.............................................. 2.354 m

· LG base at parking ............................................... 5.28 m

· Main LG wheel size...................................... 400x150 mm

· Tail gear wheel size ....................................... 200x80 mm

· Ground static angle ................................................ 11.5 °

Wing

· Span ..................................................................... 8.1 m

· Area ................................................................ 11.54 m2

· Wing incidence .......................................................... 0 °

· MAC length ........................................................ 1.477 m

· Dihedral angle in chord line ......................................... 0 °

· Area of ailerons .................................................. 1.76 m2

Horizontal Tail

· Total area ............................................................ 2.3 m2

· Span.................................................................... 2.72 m

· Horizontal stabilizer incidence ...................................... 0 °

· Area of horizontal stabilizer .................................. 1.05 m2

· Area of elevator with trim tab ............................... 1.25 m2

Vertical Tail

· Total area ........................................................... 1.34 m2

· Area of vertical stabilizer .................................... 0.426 m2

· Area of rudder with trim tab ............................... 0.914 m2

Maximum Deflection Angles of Control Surfaces

· Ailerons ................................................................ ±25 °

· Elevator ................................................................ ±25 °

· Rudder ................................................................. ±25 °

· Trim tab ............................................................... ±12 °

OPERATING LIMITATIONS

SPEED AND ALTITUDE LIMITATIONS

· Never exceed speed Vne..................................... 445 km/h

· Maneuver speed Va............................................ 390 km/h

· Vcruise............................................................. 350 km/h

· Liftoff-, Landing speed....................................... 130 km/h

· Stall speed idle Vs.............................................. 100 km/h

· Stall speed power on Vs'.................................. 50-60 km/h

· Maximum permissible flight altitude....................... 4000 m (limited by the absence of oxygen equipment)

G-LOAD LIMITATIONS

Maximum permissible operating g-loads:

· Single seat aerobatic version........................... +122g / -10g

· Two seat training version................................. +111g / -8g

LIMITATIONS FOR INVERTED FLIGHTS

Duration of continuous inverted flight with an oil quantity of not less than 9l is 2min. Thereafter at least 30s of upright flying.

WEIGHT LIMITATIONS AND CENTER-OF-GRAVITY POSTION

(1) Maximum takeoff weight:

· For ferry version ................................................. 12000 kg

· For aerobatic version (90kg pilot, 33l fuel).............. 10254 kg

· For training version (2 person, 60l fuel)................. 11300 kg

(2) Center-of-gravity position operating limits:

· Forward ...................................................... 24.0 % MAC

· Aft .............................................................. 35.00 % MAC

WIND LIMITATIONS

· Headwind component during takeoff and landing ..... 10 m/s

· Crosswind component during takeoff and landing ...... 7 m/s

LIMITATIONS IN TERMS OF SAFE ESCAPE FROM AIRPLANE

(1) Maximum safe escape speed under the following flight conditions:

· Straight and level.......................................... 60-200 km/h

· Inverted straight and level.......................... 180 km/h, max

(2) Minimum safe escape altitude with airplane flying horizontally over plain terrain at a speed of more than 100 km/h with a PLP-60 parachute in the event of:

· Immediate deployment (manually)............................. 60 m

· In case of automatic deployment after 2 s................. 140 m

LIMITATIONS FOR POWERPLANT

(1) Maximum permissible temperature (within a maximum of 15 min):

· cylinder heads....................................................... 240 °C

· engine inlet oil temperature...................................... 85 °C

(2) Minimum permissible temperature:

· cylinder heads....................................................... 120 °C

· engine inlet oil temperature...................................... 40 °C

(3) Short-duration increase in engine rpm..................... 109 % (within a maximum of 1 s at abrupt advancement of throttle control lever)

(4) Maximum duration of continuous operation of engine at:

· takeoff power......................................................... 5 min

· maximum permissible rpm (101 %).......................... 1 min · normal and cruise power settings................... no limitations · idle power.............................................................. 5 min

PREPARATION FOR FLIGHT

Before every flight examine the airplane, make sure that the main landing gear wheels are choked and that fire extinguishers are at hand.

VISUAL INSPECTION OF AIRPLANE

During visual inspection check:

· Propeller

The condition of the propeller spinner and the blades for damage and cracks.

· Nose Fuselage

The engine cowl gills for tight closing and for cracks.

The engine cowling for deformations and for correct closing of the locks (against the marks on the cowl).

The blank is removed from the oil cooler airscoop.

The oil cooler airscoop for condition and for oil leaks.

The presence of the blanks on the oil cooler airscoop, carburetor air intake and oil cooler outlet duct, depending on the ambient air temperature.

· Main LG Units

The wheel tire deflection to ensure that the tires are inflated to the required pressure (deflection should be equal to 20 mm).

The wheel tires for physical damage.

The wheel brakes for secure attachment.

· Starboard Wing

The wing skin for damage.

The aileron for damage and make sure that the aileron screw clamp is removed and that the aileron is free to deflect.

The articulated joints in the aileron hinge fittings for condition and the aileron for absence from plays in the axial and longitudinal directions.

· Starboard Fuselage

The fuselage skin for external signs of damage.

The radio station antenna for condition and secure attachment.

· Tail Unit

The tail unit for external signs of damage.

The articulated joints in the elevator and rudder hinge fittings for condition. Make sure that the screw clamps are removed from the elevator and rudder.

Make sure that the elevator and the rudder are free to deflect throughout their entire deflection range.

· Tail Gear

The springs, the fork and the wheel for damage.

Verify that the tail gear is securely moored.

· Port-Side Fuselage

Proceed in the same manner as in inspection of the starboard fuselage.

· Port-Side Wing

The pitot-static tube for condition and make sure that the tube is uncovered. Proceed in the same manner as in the inspection of the starboard wing.

· Airplane Fuelling and Oil-Filling

The fuselage tank is used for aerobatics and has a capacity of 120 lt.

Using the oil dipstick, check the oil quantity which should be within the limits specified in chapter 7.1.6.

During this check make sure that the filler necks of the fuel and oil tanks are closed tightly.

PILOT´S ACTIONS BEFORE CLIMBING INTO COCKPIT

Before climbing into the cockpit make sure that:

· The windshield and the hinged canopy are free from physical damage.

· There are no foreign objects in the cockpit.

· The pilot's seat is securely fixed and free from mechanical damage. The pilot's safety harness is in serviceable condition.

· The magnetos are switched off.

· The circuit breakers on the panel are open.

· The time of 2.2 s and the altitude greater by 1000 m than the aerodrome altitude are set on the PPK-U automatic parachute deployment unit.

· The fuel quantity gage readings correspond to the quantity of filled fuel.

· Adjust the safety harness to fit the pilot's height, arrange the parachute in the seat pan and engage the parachute deployment unit static line spring hook with a special D-ring.

CAUTION: SEE THAT THE FLYING SUIT IS FREE FROM BUCKLES AND THAT THE WRIST WATCH IS ON THE LEFT HAND.

PILOT'S ACTIONS AFTER CLIBING INTO COCKPIT

After climbing into the cockpit check:

· Verify that the pedals and the control stick are free to move without jamming and that the rudder, the elevator and the ailerons follow properly the deflection of the control stick and pedals.

· Proper adjustment of the pedals for pilot's leg positions.

· Don the parachute harness. Check serviceable condition of the lock on the seat harness belts.

· Adjust and fasten the seat harness belts by putting the buckles of the LH shoulder belt, center belt, RH shoulder belt, RH waist belt in turn on the center belt cone and fix them with the RH waist belt lockpin.

· Engage the headset cable connector with the airborne radio station cable connector and place the engaged connector into the pocket on the LH shoulder belt. In doing so, see that the cable and the belt are not angled.

· Check to ensure that the hinged canopy is easy to close and open and that the canopy locks properly. Check the external condition of the navigation and engine instruments.

· Set the altimeter pointers to zero; this done look that the barometric pressure readings of the instrument are equal within 1.5 mm Hg for temperatures between 15 – 35°C and for all other temperatures within 2 mm Hg to the actual barometric pressure.

WARNING: NEVER PERFORM THE FLIGHT WHEN THE DISCREPANCY BETWEEN THE INSTRUMENT READINGS AND THE ACTUAL BAROMETRIC PRESSURE AT THE GROUND LEVEL (AS REPORTED BY THE METEOROLOGICAL STATION) IS IN EXCESS OF +/-1.5 MM HG (TEMP. 15-35°C) OR +/-2 MM HG (FOR ALL OTHER TEMP.).

· Reset the pointers of the g-load indicators (accelerometer) by depressing the pushbuttons.

· Check the readings of the clock. If necessary, wind it up and set the exact time.

· Check the operation of the brakes by depressing the brake control toe pedals. The pedals shall move with a considerable amount of resistance. The pedal travel shall not exceed 50mm.

· Check the engine and propeller control. Check to ensure that the throttle control lever and the propeller pitch move easily without jamming. After completing this check, set the fuel fire shutoff valve in the open position. Perform a check of the throttle control lever travel only when the fuel fire shut-off valve is closed.

· Check the engine cowl gills control. Check to ensure that the cowl gills control lever moves easily and that the gills open and close fully.

· Close the battery, the instruments and the indicating and warning system circuit breakers and check the battery voltage against the voltmeter. The voltage shall be not less than 25V.

· Check proper functioning of the generator failure and chips-in-oil red warning lamps by depressing the LAMP CHECK (КОНТРОЛЬ ЛАМП) pushbutton.

PREPARATION FOR ENGINE STARTING

The ground-starting of the engine can be performed either from the airborne battery or from a ground power unit. Before starting the engine make sure that:

· The hazard zone around the propeller is clear of personnel, transport means and foreign objects.

· Check to ensure that the propeller pitch control lever is set in the LOW PITCH (МАЛЫЙ ШАГ) position.

· In cold weather close the engine cowl gills.

· Set the throttle control lever to 1/3 of the maximum travel position which corresponds to the 28 – 38% engine rpm.

· Check to ensure that the fuel fire shutoff valve is in the open position (the valve control light should be green).

· Make sure that the magnetos are switched off and the starter circuit breaker is open.

· Command "Turn propeller" to a ground person. Having heard the person’s question "Switched off?" verify once again that the ignition is switched off and answer "Switched off" after which the person rotates the propeller.

· Set the engine primer to the СYL(ЦИЛ) position and, while the propeller is being rotated, prime gasoline into the engine (2 to 3 primer discharges in summer season and 3 to 4 primer discharges in winter season).

· Set the engine primer in the SYST (СИСТ) position and build up the gasoline pressure to 0.2 to 0.5 kgf/cm at the carburetor inlet.

WARNING: 1. NEVER ROTATE THE PROPELLER ON A HOT ENGINE (WHEN THE CYLINDER HEAD TEMPERATURE IS HIGHER THAN +80 °C).

2. DO NOT PRIME MORE THAN SPECIFIED ABOVE, SINCE IT MAY WASH THE OIL OFF OF THE CYLINDER WALLS WITCH RESULTS IN SCORING OF THE PISTONS OR THE FUEL MAY ACCUMULATE IN THE LOWEST CYLINDERS WHICH MAY CAUSE A HYDRAULIC LOCK.

3. IT IS NOT ALLOWED TO START THE ENGINE IF THE CYLINDER TEMPERATURE IS LOWER THAN +5 °C*. IN THIS CASE, IT IS NECESSARY TO WARM UP THE ENGINE WITH HOT AIR.

• At low temperatures, the oil is too thick and cannot circulate in the oil system.

ENGINE STARTING AND GROUND TESTING

To start the engine, proceed as follows:

· Command "Clear prop" to the ground person and on receiving "Prop clear" close the circuit breakers.

· Depress the engine start button for 3 to 5s. After the propeller has turned for 2 to 3 revolutions switch on the magnetos. To make starting easier, prime additional fuel into the cylinders with the engine primer after observing initial fires in the cylinders.

· On observing the fires in the cylinders during engine starting it is permissible to assist the engine in gaining a steady speed by moving the throttle control lever back and forth within the engine speed range of 28 to 60% rpm for 2 to 3s.

Should the engine fail to start within the initial 30s, proceed as follows:

· Switch off the magnetos and open the starting circuit breaker.

· Advance the throttle control lever all the way forward.

· While observing the safety precautions specified under 3.4. command to the ground person to turn the propeller 8 to 10 revolutions in the direction of its rotation and do not charge gasoline into the engine while the propeller is being turned.

· Try to start the engine again.

· After the engine has started to run release the engine start button.

· Move the throttle control lever to the position corresponding to 38 – 41% rpm.

· Observe the oil pressure on the pressure gage. If within 15 to 20s following the start, the oil pressure fails to reach 1 kgf/cm2, immediately shut down the engine and locate the cause of the trouble.

· Set the handle of the primer in the CLOSED (3AKP) position and secure it in this position.

· Secure the engine start button with the guard shutter.

· If the engine start has been performed from the ground power unit, command to the ground person "Disconnect ground power".

Engine Warm-Up

Before proceeding to the engine warm-up cycle and further engine ground-testing procedure take care in counteracting the tail-up tendency of the airplane:

· Pull the airplane control stick as far back as it will go.

· Set the pedals in the neutral position.

· Depress the brake control toe pedals.

Warm up the engine at 41 to 44% rpm till the engine inlet oil temperature begins to rise. As the temperature begins to rise, increase the engine speed to 44 – 48% rpm (in winter season to 51 % rpm) and further warm-up the engine at these rpm.

To speed up the warm-up in winter season, keep the engine cowl gills closed.

The engine is considered to be warmed up if:

· The cylinder head temperature is not less than 120 °C.

· The engine inlet oil temperature is not less than 40 °C.

To ensure normal operation of the oil cooler at ambient air temperatures below minus 5°C, warm up the engine till the oil temperature reaches 70°C (with the ground blank installed) and further on do not allow the engine inlet oil temperature to drop below the minimum acceptable value. Shut down the engine and command to the ground person to remove the blank from the oil cooler airscoop.

After completing the engine warm-up, perform heating of the propeller governor by setting the propeller two times from the low to high pitch and back.

Engine Ground-Testing

The engine ground-testing shall be performed with the engine cowl gills fully open.

Run the engine at the second normal power setting for which purpose smoothly advance the throttle control lever to 70 % rpm while simultaneously increasing the propeller blade pitch. In such a case the instrument readings shall be within the limits indicated in Table 6 of chapter 7.1.1.

The engine shall run in a stable manner without abnormal vibration.

To avoid engine overheating because of insufficient air blowing, do not allow it to operate at the second normal power setting for a prolonged period of time.

Check normal functioning of the magnetos and spark plugs, for which purpose proceed as follows:

· Set the propeller to the LOW PITCH (МАЛЫЙ ШАГ) position (by pushing the propeller pitch control lever as far as it will go).

· Set the engine speed to within 64 – 70% rpm by the engine throttle control lever.

· Switch off one magneto and observe the speed drop.

· Switch on both magnetos for 20 to 30s till the initial speed is restored.

· Switch off the other magneto and observe the speed drop.

· Switch on both magnetos.

· On switching off one magneto the engine speed shall drop by a maximum of 3 % rpm.

Check normal functioning of the generator, for which purpose proceed as follows:

· Set the engine to idle power.

· As the engine speed decreases, determine the instant of the generator switching off by the light up of the GEN FAIL (ОТКАЗ ГЕНЕРАТ) annunciator at a speed less than 33 % rpm and by observing the voltmeter readings.

· Increase the engine speed to 57 – 58% rpm and by the extinction of the GEN FAIL (ОТКАЗ ГЕНЕРАТ) annunciator. Make sure that the generator is switched in the airplane electrical system at a speed of 33 % rpm.

· Check the electrical system voltage by observing the voltmeter readings (the voltage shall be within 27 to 29 volts).

Check normal functioning of the propeller and speed governor, for which purpose proceed as follows:

· Set the engine speed to 70% rpm with the engine throttle control lever (the propeller is in the LOW PITCH (МАЛЫЙ ШАГ) position).

· Place the propeller pitch control lever to the HIGH PITCH (ШАГ БОЛЬШОЙ) position (by pulling the lever as far as it will go). This done, the engine speed should decrease to 53% rpm.

· Place the propeller pitch control lever to the LOW PITCH (МАЛЫЙ ШАГ) position. This done, the engine speed shall rise to initially 70% rpm. As this occurs, a short-duration oil pressure drop down to 2 kgf/cm2 is acceptable with a subsequent rise to the initial pressure within 8 to 11 s.

Check operation of the propeller and speed governor under on-speed conditions, for which purpose proceed as follows:

· With the propeller pitch control lever placed in the LOW PITCH (МАЛЫЙ ШАГ) position, establish an engine speed of 70% rpm by the engine throttle control lever.

· By operating the propeller pitch control lever increase the propeller pitch to establish an engine speed of 64 % rpm.

· Smoothly move the throttle control lever forward and aft (but not all the way) and make sure that the engine speed remains unchanged.

Check the engine acceleration, for which purpose proceed as follows:

· Place the propeller pitch control lever in the LOW PITCH (МАЛЫЙ ШАГ) position (move it all the way forward).

· Retard the throttle control lever all the way backward (in the IDLE (МАЛЫЙ ГАЗ) position).

· Advance the throttle control lever within 1 to 3 sec from idle to the take-off power position. The engine shall gain the takeoff power smoothly within a maximum of 3 s.

An overspeed of up to 109 % rpm is acceptable for a maximum of 1 s.

To ensure a normal engine acceleration the cylinder head temperature shall be not lower than 120 °C and the oil temperature not lower than 40 °C.

Check the engine operation at takeoff power for 20 to 30 s (the propeller blades in the LOW PITCH (МАЛЫЙ ШАГ) position). The instrument readings shall be within the limits shown in Table 6 of chapter 7.1.1.

At a carburetor inlet air temperature of 30 – 45 °C the takeoff power speed may decrease to within 95 – 96 % rpm.

Check the engine operation at the first normal power setting for 20 to 30 s by increasing the propeller blade pitch to establish an engine speed of 82 % rpm. The instrument readings should be within the limits indicated in Table 6 of chapter 7.1.1.

Check the engine operation at idle power for which purpose proceed as follows:

· Place the propeller pitch control lever in the LOW PITCH (МАЛЫЙ ШАГ) position.

· Pull the throttle control lever all the way back (to the IDLE (МАЛЫЙ ГАЗ) position). The engine shall run steadily and the instrument readings shall be within the limits indicated in Table 6 of chapter 7.1.1.

To avoid possible fouling of the spark plugs, do not operate the engine at idle power before takeoff for longer than 5 min.

FLIGHT

PREPARATION FOR TAXI

Having ensured that the engine, the instruments and the communication equipment operate normally, increase the engine speed to 54 – 57% rpm and request permission for taxi.

Having received the permission for taxi, decrease the engine speed to the minimum and command "Remove wheel chocks, free tail" to the ground person. Check proper function of the wheel brakes, for which purpose proceed as follows:

· Place the pedals in the neutral position.

· Pull the control stick all the way backward.

· Depress the brake toe pedals fully on the pilot's pedals.

· Increase the engine speed to 35 – 38% rpm. This done, the brakes should hold the airplane.

· Decrease the engine speed to the minimum and release the brake toe pedals.

After verifying that the taxiway is clear of obstacles, request clearance for taxi. Having received the clearance, release the brakes and smoothly increase the engine speed so that the airplane starts moving. While taxiing the airplane, make S-turns to allow better viewing of the area ahead of the airplane.

During taxi check proper operation of the brakes. With the pedals in the neutral position, depress both brake toe pedals with equal force; this done the airplane should brake. The braking efficiency of the brakes depends on the force with which the brake toe pedals are depressed.

To accomplish turns during taxi depress the pedal on the side to which the airplane is to be turned and smoothly depress the respective brake toe pedal. When steering the airplane, apply the brakes gently and keep the speed as low as the speed of a fast walking man. While taxiing on a soft and bumpy ground and when braking, hold the control stick pulled fully backward.

Having lined up the airplane on the runway, taxi straight for 3 to 5 m and then lock the tail wheel and stop the airplane. Check:

· That the magnetic compass reading corresponds to the runway heading for take off.

· That the propeller pitch control lever is in the LOW PITCH (МАЛЫЙ ШАГ) position (to heat the oil in the propeller hub during the winter season cycle the propeller 2 to 3 times from the low to high pitch and back).

Make sure that the engine is warmed up sufficiently, that it operates without backfiring and vibration and that the carburetor inlet air temperature is not lower than +10 °C.

The position in which the engine cowl gills are to be set depends on the extent to which the engine has been warmed up and on the ambient air temperature.

Look around to make sure that the takeoff path is clear of obstacles. Note a landmark for orientation during takeoff. Call on the radio for the clearance for takeoff.

CIRCUITS

Having obtained the clearance for takeoff, actuate the clock and look at the selected takeoff landmark while keeping the runway and visible structure of the canopy in the field of vision.

Pull the control stick all the way backward, release the wheel brakes and smoothly increase the engine speed to 82 % rpm.

During the takeoff run hold the airplane directed at the selected landmark and when the airplane is supported on all three LG wheels, pay attention to a smooth increase in engine supercharging and check the engine operation by ear.

Having run 15 to 20 m, begin to smoothly raise the tail to the takeoff position and counteract the tendency to turning to the right by gently depressing the LH pedal.

By the instant of lift-off the engine power shall be increased to the maximum. The airplane shall lift off smoothly at a speed of 115-125 km/h.

Once the airplane is airborne, start looking to the ground (to the left, at an angle of 20 to 25° to the longitudinal axis of the airplane and 25 to 30 m ahead of it). After lift-off maintain a gentle climb. During the climb check the height, absence of roll and drift and the direction of the flight.

At a height of 20 – 30 m decrease the engine speed down to 70 to 82 % rpm by the propeller pitch control lever and continue climbing at this engine rpm.

Perform the climb out at the maximum supercharging and at an engine speed of 70 to 82 % rpm.

To obtain the maximum rate of climb during the climb out maintain the following speeds:

· up to an altitude of 1500 m................................ 170 km/h

· altitudes between 1500 and 4000 m.................... 160 km/h

During the climb out, monitor the powerplant operation and see that the instrument readings are within the permissible limits shown in Table 6 of chapter 7.1.1 having in mind that the optimum cylinder head and oil temperatures lie within 140 to 190 °C and 50 to 65 °C, respectively.

CAUTION: IF DURING THE CLIMB OUT THE ENGINE OPERATING TEMPERATURES FALL BEYOND THE ESTABLISHED LIMITS WITH THE ENGINE GILLS FULLY OPENED, TRANSIT TO LEVEL FLIGHT, INCREASE THE FLIGHT SPEED AND REDUCE THE ENGINE POWER. SHOULD THIS MEASURES FAIL TO DECREASE THE ENGINE OPERATING TEMPERATURES, REPORT THIS MALFUNCTION TO THE FLIGHT CONTROL OFFICER AND PERPORM A LANDING ON THE AERODROME OF DEPARTURE OR ON AN AUXILIARY AERODROME.

Execute the first 30° bank climbing turn to the crosswind leg at a height of not less than 100m and at a speed of 170km/h.

After rolling out of the turn, proceed with the climb at a speed of 170km/h.

On climbing to the circuit height, transit to level flight and decrease the engine supercharging so that the flight speed is maintained within 180 to 200km/h.

Once the line of sight to the landing marks is at 45° to the airplane longitudinal axis, execute the horizontal turn onto downwind leg. If this turn is executed while climbing, then at an altitude of 20 to 30 m below the circuit altitude begin to level off and reduce the engine supercharging and execute the remaining portion of the turn in level flight at a speed of 180 to 200 km/h. Roll out of the turn on the downwind leg in a direction parallel to the runway.

During level flight on the downwind leg check your correct construction of the flight pattern. With the flight pattern constructed correctly, the wing shall be on the line of the landing marks without covering them. The flight speed shall be 200 km/h, the engine supercharging 730 mm Hg and engine rpm 62 to 64 %.

Before turning on base leg call for clearance to land.

Initiate the base leg turn when the angle between the longitudinal axis of the airplane and the line of sight to the landing marks is equal to 45°. Execute this turn with 30° bank to an angle of 100 to 110° towards the runway at a speed of 180 km/h. The track of the flight before turning final shall be between 70 and 80° to the line of the landing marks.

Before initiating the glide set the propeller pitch control lever to the LOW PITCH (МАЛЫЙ ШАГ) position (push it all the way forward) and make sure by observing the tachometer indicator readings that the propeller blades are set to low pitch.

Once the angle between the line of the landing marks and the line of the sight to them is equal to 30°, smoothly reduce the supercharging and initiate a glide while maintaining a speed of 170km/h.

Roll out on final at the moment when the angle between the line of the landing marks and the line of sight to them is within 15 to 20°. Execute the final turn at a speed of 170km/h with 30° bank. While executing the final turn, correct the accuracy of the approach by varying the bank without allowing it to exceed 40°. If on turning final, the 40° bank turns out to be too small to bring the airplane within the band formed by the landing marks, increase the supercharging and accomplish a missed approach.

The height when rolling out of the final turn shall not be less than 100 m. After rolling out of the final turn smoothly decrease the engine supercharging, establish a landing approach glide speed of 160km/h and make sure that the runway is clear of obstacles and that the approach is executed correctly.

When on the final leg, descent towards the flareout point and maintaining a speed of 160 km/h by varying the engine power.

Initiate the flareout at a height of 5 to 6 m. Simultaneously with the initiation of the flareout smoothly decrease the engine supercharging in such a manner that by the end of the flareout the engine throttle control lever is pulled all the way backward. Finish the flareout at a height of 0.75 to 1 m. During the flareout the pilot’s look should “slide” along the ground and should be directed to the left at 20 to 25° relative to the longitudinal axis of the airplane at a point located 20 to 30 m ahead of the airplane.

Execute the flareout with a gradual descent, establishing the airplane in a three point attitude and hold the airplane against ballooning. On approaching the ground, gently pull the control stick backward in such a way that the airplane lands on all three wheels from a height of 15 to 20 cm.

WARNING: NEVER DEPRESS THE BRAKE TOE PEDALS UNTIL THE LG WHEELS HAVE TOUCHED THE GROUND.

The airplane lands at a speed of 115 to 125 km/h. After landing and a steady landing roll, smoothly pull the control stick all the way back. After making sure that the landing roll proceeds in a straight line and that the pedals are placed in the neutral position, apply (whenever necessary) the wheel brakes in the second half of the landing run at a speed not exceeding 80 km/h.

To avoid a tail up tendency, apply the brakes smoothly by short duration depressions on the brake toe pedals.

WARNING: IN CASES OF LANDINGS ON SOFT OR BUMPY GROUNDS USE OF THE BRAKES IS NOT RECOMMENDED.

If the application of the brakes causes a turning moment, release the brakes, orient the airplane in line with the runway and then apply the brakes again. After completing the landing roll unlock the tail wheel and clear the runway.

Missed approach

The missed approach procedure is performed in the following cases:

· When the distance to the airplane flying ahead is less than the minimum permissible limit.

· When there are obstacles on the runway.

· In correcting miscalculated maneuvers.

· In case of misjudging the approach path (too high).

· In response to the ATC controller.

The missed approach can be executed from any height, even from as low as the flare out.

When the missed approach is executed from a height above 30 m, proceed as follows:

· Increase the engine speed to takeoff power by advancing the throttle control lever all the way forward within 2 to 3 s.

· Without allowing the speed to drop below 150 km/h, pull the airplane out of the descent.

· Establish the climb out at a speed of 160 km/h.

When the missed approach is executed from the flareout, proceed as follows:

· Without diverting the look from the ground and proceeding with the landing, increase the engine speed to takeoff power by advancing the throttle control lever all the way forward within 2 to 3 s.

· Establish the climb out at a speed of 160km/h.

Crosswind takeoff and landing

The crosswind takeoff and landing procedure is the same as for headwind. During the takeoff, the crosswind has no noticeable effect on holding the takeoff heading.

During the landing roll, the airplane is stable and shows no tendency towards changing the landing run.

WARNING: NEVER PERFORM TAKEOFFS AND LANDINGS WHEN THE CROSS COMPONENT IS IN EXCESS OF 7 M/S.

Engine shut-down

Before shutting down the engine: · Turn off the radio.

· Cool down the engine if necessary.

To cool down the engine proceed as follows:

· Fully open the engine cowl gills.

· Throttle back the engine to 28 – 34 % rpm (with the propeller blades set to low pitch).

· Run the engine at 28 to 34 % rpm till the cylinder head temperature decreases to 140 to 150 °C.

CAUTION: 1. SHUTTING DOWN THE ENGINE WHEN THE CYLINDER HEAD TEMPERATURE IS HIGHER THAN 140 – 150 °C IS NOT RECOMMENDED.

2. IN EXTREME CASES, WHEN THE CYLINDER HEADS CANNOT BE COOLED TO 140 – 150 °C, IT IS ACCEPTABLE TO SHUT DOWN THE ENGINE AT CYLINDER HEAD TEMPERATURES NOT HIGHER THAN

170 °C.

3. BEFORE SHUTTING DOWN THE ENGINE, AVOID RUNNING THE ENGINE AT LOW SPEED FOR A LONG PERIOD OF TIME.

After the engine cylinder heads have cooled down to within the acceptable temperature limits, shut down the engine as follows:

· Increase the engine speed to 65 – 68 % rpm and run the engine at this speed for 20 to 30 sec to remove fouling from the spark plugs.

· Throttle back the engine to 28 – 34 % rpm.

· Switch off the magnetos.

· Smoothly advance the throttle control lever (to open the carburetor choke).

After shutting down the engine, proceed as follows:

· Set the throttle control lever to IDLE (МАЛЫЙ ГАЗ) by retarding it all the way back. Close the fuel fire shutoff valve.

· Open all circuit breakers.

WARNING: NEVER SHUT DOWN THE ENGINE:

1. DIRECTLY FROM NORMAL AND HIGHER ENGINE POWER SETTINGS.

2. BY CLOSING THE FUEL FIRE SHUTOFF VALVE WHILE THE ENGINE IS STILL RUNNING.

ADVANCED FLYING

General

At all altitudes the control speed is 135 km/h. At this speed the airplane shows good stability and can be easily controlled. In the case of advanced flying avoid a loss of speed below the recommended speed. This is particularly important in executing vertical acrobatic figures. To accelerate before entering acrobatic maneuvers, accelerate and decelerate the airplane during descent and climb, respectively, rather than in level flight.

All acrobatic maneuvers shall be executed with the propeller blades set to high pitch at an engine speed of 82 % rpm adjusted by varying the engine supercharging.

Inverted flights can be executed both when the airplane is flying a straight flight path (level flight, climb, glide) and turning path (turns, climbing and descending acrobatic maneuvers). Execution of inverted acrobatic maneuvers do not differ much from execution of these figures in the normal upright attitude, but demand high piloting skills in normal flight attitudes.

WARNING: IN EXECUTING AEROBATICS DO NOT EXCEED THE ESTABLISHED SPEED AND G-LOAD LIMITATIONS.

IN CASE OF SHARP ADVANCEMENTS OF THE ENGINE THROTTLE CONTROL LEVER DO NOT ALLOW THE ENGINE OVERSPEED TO EXCEED THE ESTABLISHED LIMITS.

IN THE CASE OF PROLONGED DESCENT (GLIDE) DO NOT ALLOW THE CYLINDER HEAD TEMIERATURE TO DROP BELOW 120 °C. IF NECESSARY, TRANSIT PERIODICALLY TO LEVEL FLIGHT FOR WARMING UP THE ENGINE.

Turn

On entering the turn (Ref. Fig. 2), as the bank becomes steeper, smoothly increase the engine supercharging so that the airspeed is maintained at 200 km/h. The engine speed is held within 70 – 82 % rpm.

Figure 2

Turn

As the bank reaches 45 ° and becomes steeper, pull the control stick backward to establish an angular rate.

Once the bank has reached the desired value, hold on the bank by deflecting the control stick lightly to the side opposite to the bank and maintain a constant rate of turn and g-load.

Coordinate the turn by deflecting the control stick and the pedals. In executing the turn do not pull to much the control stick. Otherwise the airplane may fall into a spin.

Roll out the turn before reaching the selected landmark by coordinated deflections of the control stick and pedals together with a reduction in engine supercharging so that by the instant when the airplane is leveled out the flight speed is 200 km/h. The duration of a 60° bank turn at a height of 1000 m is 20 sec.

Horizontal Figure-Eight Maneuver

The procedure to be followed in executing the figure-eight maneuver (Ref. Fig. 3) is the same as that for executing a turn.

In executing the right turn the engine power should be slightly lower than in executing the left turn.

Reversing of the turn shall be executed by continual and coordinated deflections of the control stick and pedals. The airplane is easy to roll out of a left turn into a right one and vice versa.

Figure 3

Figure-Eight Maneuver

Combat Turn

Perform the combat turn (Ref. Fig. 4) at a flight speed of 280 to 290 km/h with maximum engine power selected.

Figure 4

Combat Turn

Before entering a combat turn, proceed as follows:

· Observe the surrounding air space.

· Note the landmark for initiating recovery from the turn.

· Increase the engine supercharging to the maximum.

· Adjust the flight speed in level flight or during descent to within 280 to 290km/h.

Pull up the airplane by smoothly pulling the control stick. As the nose up pitch angle increases to within 10 to 15°, roll into a 10 to 15° turn by coordinated deflections of the control stick and pedals.

While executing the combat turn, increase the roll angle at such a rate that after a 120° turn the bank angle is equal to 60°, with the climb slope being within 20 to 30°.

Initiate the recovery from the combat turn into a level flight 30° before the selected landmark by coordinated deflections of the control stick and pedal in the directions opposite to those used in placing the airplane into the turn without allowing the flight speed during the recovery to decrease below 135 km/h. After leveling out the airplane decrease the engine supercharging to the required value.

While executing the combat turn, do not pull too much on the control stick.

Zoom Climb

Initiate the zoom climb (Ref. Fig. 5) with nose up pitch angles between 30 to 60° at a flight speed of 280 to 290 km/h with maximum engine supercharging selected. Before initiating the zoom climb look around paying particular attention to the air space in the direction of the maneuver. During descent, with the engine running at maximum power, establish the speed at which the zoom climb is to be initiated and make sure that the lateral level is maintained. Then, smoothly pull the control stick back to pull up the airplane into a climb with 30 to 60° nose up pitch angle and hold this climb by slightly advancing the control stick forward.

When the speed has reached 170 km/h, roll into a turn (while maintaining the engine power at maximum) and simultaneous decreasing the nose up angle and with subsequent lowering the pitch till the airplane nose is in line with the natural horizon.

As the airplane nose approaches the horizon, level off the airplane at a minimum speed of 135 km/h and reduce the engine power to the required value. While recovering from the zoom climb, monitor the speed at which the turn is initiated and maintain the necessary speed required for coming out of the turn.

Figure 5

Zoom Climb

Zoom-Climbing Turn

Initiate the zoom climb (Ref. Fig. 6) at a speed of 260 km/h.

Figure 6

Zoom-Climbing Turn

Before initiating the zoom climb:

· Observe the air space in the direction of the zoom climb.

· Set the required level flight or descent speed with the engine operating at maximum supercharging.

· Make sure that the lateral level is maintained.

Smoothly pull the control stick backward to pull up the airplane into a 60° nose up climb and maintain this climb till a speed of 145 km/h is reached.

Without changing the nose up pitch angle, execute the turn around the vertical axis of the airplane by proper deflection of the pedal. Counteract the tendency of the airplane to turn over by advancing the control stick forward and deflecting it to the side opposite to the deflection of the pedal. When executing the turn, monitor the instant of initiation of the turn, the amount of roll and accomplishment of the turn in the same plane. As soon as the airplane has pitched nose down 20 to 30° below the horizon, smoothly decrease the engine supercharging to the minimum and establish a dive angle equal to the angle of the climb.

Once the speed has reached 170 km/h, start recovery from the dive into level flight.

At an initial speed of 280 – 290 km/h and a g-load of 3 - 4 g the gain in altitude is approximately 300 – 350 m.

Dive

Go into dive (Ref. Pig. 7) from level flight or from a 60 to 90° turn at a speed of

135 km/h. When the dive is to be initiated out of a turn, go into a 35 to 45° bank turn in the direction of the selected landmark by coordinated deflections of the control stick and pedals. While executing the turn, decrease the engine supercharging to the minimum and go into the dive.

Figure 7

Dive

At the moment of completion of the turn, the dive angle shall be equal to the desired value, but not more than 60°. Check the dive angle by the position of the wing (or optical devises on the wing tip) relative to the horizon.

In the dive the pilot feels a push force on the control stick which grows progressively as the speed increases.

Initiate the recovery from the dive into level flight once the preset dive speed of 320 to 330 km/h is reached by smoothly pulling the control stick. At the end of the recovery increase the engine power to the required value. When recovering from the dive, avoid sharp movements of the control stick and too great pull on it, as this may cause high g-loads.

The loss of altitude during the dive with a dive angle of 45°, an initial speed of

135 km/h and a speed at the end of the recovery of 320-330 km/h is 500 m.

Split-S

Enter the split-S (Ref. Fig. 8) from level flight at a speed of 170 km/h and at an engine speed of 70 to 82 % rpm.

Figure 8

Half Roll

To initiate the roll establish a nose up pitch angle of 10 to 15° and then smoothly deflect the control stick to roll to the desired side at such a rate of rolling that it should take 2 to 3 s to roll 180°.

Once the airplane is in the "wheels-up" attitude, stop rolling, reduce the supercharging to minimum and go into a dive by smoothly pulling the control stick. On gaining a speed of 190 km/h smoothly come out of the dive so that by the end of the recovery from dive, the speed is equal to270 km/h.

During the half roll the loss of altitude is about 300 to 350 m. The right half roll should be executed somewhat more vigorously than the left one.

Normal Loop

Initiate the loop (Ref. Fig. 9) at a speed of 280 to 290 km/h. Increase the speed before entering the loop at maximum engine supercharging, maintaining a slight descent. Initiate the loop by proper pull of the control stick at a speed of 280 to

290 km/h at engine speeds of 70 to 82 % rpm and at full engine supercharging. To avoid the roll and bank occurring due to gyroscopic and reactive moments of the propeller, counteract them by depressing the left pedal. At the initial stage of the loop maintain a light pull on the control stick. As the climb angle increases to 20 to 30° gradually increase pulling the control stick till the airplane is in the "wheels up" attitude and then decrease the pull on the control stick. After passing the top point of the loop slightly pull the control stick to go into dive. On feeling the first signs of instability of the airplane in the top point of the loop, slightly push the control stick and then pull it again.

Figure 9

Normal Loop

Once the airplane has passed the line of the horizon, smoothly decrease the engine supercharging to minimum, decrease the deflection on the left pedal and put the airplane into a dive. High skilled pilots may not decrease the engine supercharging.

Once the airplane is in the vertical dive attitude, slightly advance the control stick to establish smooth recovery from the dive without sharp transition to large angles of attack.

Commence recovery from dive into a level flight smoothly at a speed not exceeding 190 km/h so that at the end of the recovery the speed is within 240 to 250 km/h.

The normal loop executed at initial speeds of 280-290 km/h with a 4 g-load factor does not result in a loss of altitude.

Half Normal Loop (Immelmann)

Before initiating the half normal loop (Ref. Fig. 10):

· Establish level flight of the airplane.

· Note a landmark for orientation.

· Look around paying particular attention to the upper half sphere.

Figure 10

Half Normal Loop

Initiate the half normal loop at a speed of 280 to 290 km/h at engine speeds of 70 to 82 % rpm and at full supercharging.

On attaining the required speed execute the first half of the normal loop pulling the control stick more vigorously than when executing the normal loop. On approaching the top point of the loop, when the airplane is in the "wheels- up" attitude and the engine cowl is 5 to 10° short of the line of horizon check the speed which should be not less than 135 km/h and deflect the control stick to the desired side. Execute a half roll by rolling the airplane through 180° about its longitudinal axis.

As soon as the airplane is 20 to 30° short of the horizontal attitude deflect the control stick to the side opposite to the roll of the airplane. Once the airplane is leveled out, place the control stick neutrally.

When recovering from the half loop the speed of the airplane should be not less than 135 km/h. If, with the airplane in the "wheels-up" attitude, the flight speed is less than 135 km/h, do not execute the half roll but terminate the aerobatic maneuver by executing the second half of the loop.

The gain in altitude of a half-loop with a g-load of 4 – 5 g is 250 – 300 m.

Roll

The airplane allows the execution of normal- and snap rolls (Ref. Fig. 11).

.

Figure 11

Roll

A. Normal Roll

To execute a roll establish a speed of 220 to 250 km/h at engine speeds of 70 to

82 % rpm, establish a nose up pitch angle of 15 to 20°, fix this attitude and then smoothly deflect the control stick to the side of the desired roll to impair a roll around the longitudinal axis of the airplane.

Once the roll reaches 45 to 50° begin to push the control stick without slowing down the roll rate. At the initial moment this is necessary to prevent from turning and afterwards, when the airplane is in the "wheels-up" attitude, to prevent lowering of the airplane nose below the line of horizon.

On passing the "wheels-up" attitude, 50 to 40° before leveling out into horizontal flight, depress the pedal in the direction of roll to hold the airplane in a proper position relative to the horizon, and as the airplane approaches the attitude with 20 to 30° to roll, pull the control stick to hold the engine cowl at a nose up angle of 15 to 20°. As the airplane approaches the level flight attitude, counteract the roll with the flight controls and after the airplane stops to roll, place the controls in the neutral position. The airplane allows a steady roll around its longitudinal axis. The right roll should be executed somewhat more vigorously than the left roll.

B. Snap Roll

To execute a snap roll establish a speed of 180 to 220 km/h, vigorously establish a nose up pitch angle of 15 to 20°, vigorously depress the pedal to the side of the desired roll and then deflect the control stick to the same side and slightly forward to impair the airplane to snap about its longitudinal axis. While the airplane is snapping, do not change the position of the controls and engine throttle control lever.

When the airplane is within 20 to 30° before leveling out, deflect the controls against the direction of the snap.

Once the airplane is leveled out place the controls in the neutral position. The snap rolls are executed without a loss of attitude. The technique for executing right and left snap rolls is the same, but the snaps to the right are faster.

Spin

A. Normal Spin (Ref. Fig. 12)

The pilots being trained in performing aerobatics on the I-3 airplane are advised to execute not more than two spin turns from a height less than 1500 m.

Figure 12

Spin

In level flight at a speed of 160 km/h check the readings of the engine instruments and note a landmark for orientation during recovery from the spin.

To enter a spin from level flight decrease the engine supercharging to idle and as the speed decreases, pull the control stick to force the airplane to maintain its altitude and hold the airplane against wing dropping with the pedals.

As the flight speed reaches 120-125 km/h, deflect the pedal in the direction of the desired spin and after the airplane has entered the spin pull the control stick all the way back. The deflections of the flight controls shall be smooth.

The procedure for going into right and left spins is the same. While spinning, hold the controls in the position to which they have been placed on entering the spin. On entering the spin, during the spin and on recovering from the spin hold the ailerons in the neutral position. While executing the spin look in the direction of spin under 25 to 30° relative to the longitudinal axis of the airplane and 30 to 40° below the line of horizon.

The spin of the airplane is steady, fast and jerk free. The time of one turn is 3 sec. Loss of altitude for one turn is 80 to 100 m.

The loss of altitude between entering and recovering from an spin is:

· 350 – 400 m for one orbit

· 450 – 520 m for two orbits

To recover from the spin, vigorously deflect the pedal all the way against the spin at a point 30 to 40° before the selected landmark and then push the control stick a little beyond the neutral position strictly in line with the longitudinal axis of the airplane.

As soon as the airplane stops to spin, immediately place the pedals in the neutral position and once the speed reaches 150 to 160 km/h, get out of the dive by smoothly pulling the control stick.

As the airplane approaches the line of horizon increase the engine supercharging. If no other aerobatic maneuvers are to be performed, establish the supercharging ensuring a level flight speed of 180 km/h and level off the airplane into horizontal flight. If the spin is to be followed by other aerobatic maneuvers, perform the necessary actions. To perform vertical aerobatic maneuvers hold the airplane in descent, increase the engine supercharging to maximum and accelerate to the required speed. The lag in recovering from a spin does not exceed ½ of a turn.

B. Inverted Spin

During training flights inverted spins should be executed from heights not less than 1500 m. Before initiating an inverted spin:

· Check to ensure that the harness belts are tightened properly and the harness lock is closed.

· Note a landmark for better orientation during recovery from the spin.

· In level flight establish a speed of 170 km/h at engine speeds of 82 % rpm.

To initiate the spin from level flight, execute a half roll to bring the airplane to a "wheels-up" attitude. Smoothly decrease the engine supercharging to idle while holding the airplane against turning and lowering the nose by the pedals and control stick. While decelerating the airplane to 110-115 km/h, enter the inverted spin by deflecting the pedal to the side of the desired spin and pushing the control stick all the way forward.

In the spin, hold the pedals and the control stick in their extreme deflected positions. While entering, spinning and recovering from the spin hold the ailerons in the neutral position.

During one spin turn, the loss of altitude is about 80 to 100 m. The duration of one turn is about 3 sec.

The loss of altitude between entering and recovering from an inverted spin is:

· 450 – 500 m for one orbit

· 570 – 620 m for two orbits

To recover from the spin, vigorously deflect the pedal all the way against the spin at a point 30 to 40° before the selected landmark and then pull the control stick a little beyond the neutral position.

As soon as the airplane stops to spin, immediately place the pedals to the neutral position and once the speed reaches 170 km/h, get out of the dive by smoothly pulling the control stick in such a manner that the level off into horizontal flight occurs at a flight speed of 230 to 240 km/h.

The recovery lag does not exceed ½ of a turn.

To recover the airplane from the spin into inverted flight, hold the control stick in the neutral position after the airplane has stopped to spin till the speed increases to 150 to 160 km/h and then level off the airplane into inverted horizontal flight by smoothly pushing the control stick.

C. Normal Flat Spin

To initiate a normal flat spin, decelerate the airplane to the stall speed of 120 km/h, then deflect the pedal to the side of the desired spin and as soon as the roll reaches 45° (or after 1 to 1.5 sec) pull the control stick all the way back with simultaneous aileron deflection against the spin and increase the engine speed to 70 to 90 % rpm.

Before initiating recovery from the spin, decrease the engine speed to idling rpm.

To go out of the spin proceed as follows: with the control stick placed neutrally in roll, depress the pedals all the way against the spin and after the spin has slowed down, push the control stick forward in pitch.

The spin recovery lag in this case is up to 2 turns.

To speed up the recovery from a flat spin proceed as follows: deflect the control stick fully in the direction of the spin and simultaneously deflect the pedals against the spin. After the spin has slowed down, push the control stick forward in pitch.

The spin recovery lag in this case decreases to 1/3 turn.

D. Inverted Flat Spin

To enter the inverted flat spin, execute a half roll coming out in the inverted level flight and retard the engine throttle control lever to idle power. As the flight speed decreases to 110 km/h, deflect the pedals to the side of the desired spin and after the airplane starts banking, push the control stick all the way forward and simultaneously, deflect it into the spin and increase the engine speed to 70 to 90%.

Before coming out of the spin, decrease the engine speed to idle rpm.

To come out of the inverted spin, proceed as follows: with the control stick placed neutrally in roll, deflect the pedals against the spin and after the spin has slowed down, pull the control stick fully backward in pitch.

The inverted spin recovery lag in this case is up to 2 turns.

Side-Slip

Before initiating a side-slip (Ref. Fig. 13), select a landmark for holding the heading and check the critical engine temperature parameters. Establish a glide at a speed of 150 km/h. Using coordinated deflections of the airplane controls turn the airplane 10 to 15° away from the selected landmark by smooth deflection of the rudder and simultaneously bank the airplane 30° into the slip with the ailerons, preventing it from turning away by the deflected rudder.

Figure 13

Slip

Perform recovery from the slip by deflecting the control stick to the side opposite to the bank and at the same time pushing it slightly in diagonal direction, all the while holding the airplane against yawing in the horizontal plane. As the bank decreases, move the pedals at a proper rate into the neutral position and using the control stick to establish the desired glide speed. The airplane recovers from the slip rapidly, but with some amount of drift which is corrected by reversing the roll.

WARNING: IN EXECUTING A SLIP DO NOT ALLOW THE BANK TO EXCEED 30°, BECAUSE AT MORE BANK ANGLE IT IS DIFFICULT TO HOLD THE AIRPLANE AGAINST TURNING TO THE SIDE OF THE SLIP.

Spiral

The spiral (Ref. Fig. 14) should be executed from a steady glide at a speed of 160 km/h and a bank angle of up to 45°.

Figure 14

Spiral

Go into a turn by smooth deflections of the control stick and pedals. As soon as the bank reaches the desired value, eliminate the tendency of the airplane towards increasing the bank, rate of spin and flight speed by deflecting the control stick and the pedals slightly to the side opposite to the turn. Check the amount of bank by the inclination of the wing relative to the horizon. Maintain the preset speed on the spiral by varying the engine power.

CAUTION: WHEN EXECUTING THE SPIRAL DO NOT ALLOW THE CYLINDERHEAD AND ENGINE INLET OIL TEMPERATURES TO DROP BELOW 120 °C AND 40 °C, RESPECTIVELY.

Perform the recovery from the spiral by coordinated deflection of the control stick and pedals to the side opposite to the bank. In doing so, observe the following sequence of operations: first eliminate the roll and spin and then come out of the dive.

Half Cuban Eight

The 45° half cuban eight (Ref. Fig. 15) is essentially a combination of the first half of zoom climb, a half roll and the second half of a roll or loop.

Figure 15

Zoom Climbing Half Roll

At a speed of 260 to 300 km/h go into a 45° climb by smoothly pulling the control stick. Check the angle of climb by orientation of the wing and fuselage relative to the line of horizon. As soon as the preset angle of climb is reached, hold this airplane attitude by a slight push on the control stick and then maintain it unchanged till initiating the half-roll. As soon as the speed decreases to within 200 to 250 km/h, roll the airplane by deflecting the control stick to the desired side (i.e. execute the half- roll).

Once the airplane is in the "wheels-up" attitude, put the pedals in the neutral position and stop rolling. Once the airplane has stopped to roll, gently pull the control stick to bring the engine cowl closer to the line of horizon and, while continuing to pull the control stick, go into straight flight in the direction opposite to that in which the airplane has entered the maneuver. At the end of the recovery from the maneuver the speed should be equal to 300 km/h.

If the above mentioned maneuver is to be followed by subsequent acrobatic maneuver establish the speed required for the following maneuver.

The Hammerhead

Before entering the climb, accelerate the airplane at maximum engine supercharging and at an angle of descent of 10 to 15°. On gaining a speed of 280 to 300km/h, pull the control stick smoothly and vigorously to establish a vertical climb of the airplane. (Ref. Fig. 15) Check the vertical attitude of the airplane by the orientation of its wing relative to the horizon or by an optical sighting devise.

Figure 16

The Hammerhead

As the airplane approaches the vertical attitude, push shortly on the control stick to retain vertical position of the airplane.

At a speed of 60 km/h (with the airplane in the vertical attitude) when a right turn is to be executed or at a speed of 75 km/h when a left turn is to be executed, turn by smoothly deflecting the pedal to the desired side.

Counteract the tendency of the airplane to turn over by deflecting the control stick to the side opposite to the turn.

As soon as the airplane has turned through 35 to 40° begin to smoothly decrease the engine supercharging, and having ensured that the airplane is turning steadily, decrease it to minimum.

After turning, at the point 10 to 15° before the downward vertical, depress the other pedal to stop further turning and deflect the control stick to establish a 90° dive. Check the vertical attitude of the airplane by the orientation of the wing relative to the horizon.

While maintaining this attitude, cover the same distance as that covered during the vertical climb and then come out of the dive into horizontal flight. On initiating the recovery from the dive set the initial engine supercharging.

Horizontal and Vertical Normal-, Snap- and Half-Rolls

A. 45° Climbing Roll To execute a 45° climbing roll establish a speed of 300 km/h and then settle into a climb by pulling the control stick.

As soon as the airplane has reached an angle of climb of 45° (the angle is checked by the position of the sighting devise on the wing tip relative to the horizon), maintain this climb by pushing the control stick and enter the acrobatic maneuver.

The technique for executing a half roll, one roll and one and a half roll is similar to that for executing a horizontal roll, except for somewhat greater amount of control deflection resulting from loss of speed during rolling. At the end of the maneuver check the airplane attitude by the position of the projection of the visible structure of the airplane relative to the natural horizon. After rolling, proceed for some time with the 45° climb and then level out.

B. 45° Descending Roll

Establish a speed of 135 km/h in level flight, decrease the engine supercharging to minimum and go into a dive by smoothly pushing the control stick forward.

As soon as the dive angle reaches 45°, hold this angle, note the landmark ahead of the airplane for better orientation during the recovery and roll at a speed of 180 to 200 km/h. The technique for executing the descending roll is the same as in the horizontal barrel roll. At the initial stage of this roll, the amount of controls is greater than during the second half of the roll, because at the initial stage the maneuver is executed at a small speed which then increases steadily as the descent progresses further.

At the point 20 to 30° before completion of the roll, initiate the recovery of the airplane from the roll by deflecting the control stick to the side opposite to the roll and diagonally forward and by deflecting the pedal to the same side, while maintaining the direction towards the recovery orientation landmark. After the airplane stopped to roll, place the controls in the neutral position, establish the 45° dive for a short time and level out.

C. 45° Climbing Snap Roll In level flight, at engine speeds of 74 to 82 % rpm, at maximum engine supercharging, establish a flight speed of 300 km/h. Pull the control stick to settle into a 45° climb and hold the established climb by a light push on the control stick. Maintain the lateral level.

As the flight speed reduces to 200 to 220 km/h perform an abrupt vigorous pull on the control stick to get a high angle of attack and then deflect the pedal and the control stick all the way to the side of the roll and slightly push the control stick. During this aerobatic maneuver the airplane rolls at a high rate. During the snapping do not change the position of the controls.

In the point 30° before rolling out, deflect the pedal to the side opposite to the spin and deflect the control stick in the neutral position or against the spin (depending on the rate of the spin).

After holding the airplane for a short time at a 45° climb, level off into horizontal flight by smoothly pushing the control stick.

D. 45° Descending Snap Roll In level flight at an engine speed of 74 % rpm decrease the engine supercharging to 1/3 of its maximum value and establish a speed of 135 km/h. Push the control stick slightly to settle into a 45° descent with simultaneous increase in the engine supercharging. Check the dive angle by orientation of the visible structure of the airplane relative to the horizon. Note a landmark, then at a speed of 180 to 200 km/h pull the control stick ¼ of its full travel distance, then vigorously depress the pedal all the way to the desired side and then deflect the control stick fully to the same side while pushing light. During this aerobatic maneuver the airplane rolls fast, with a roll rate being higher on the right side than to the left side.

After initiating the roll divert the look in the direction of the roll at an angle of 50 to 60°. At a point 40 to 50° before the selected landmark, depress the opposite pedal fully and deflect the control stick against the roll, depending on the rate of roll.

After the airplane has stopped to roll, place the pedals neutrally and maintain a 45° dive and then smoothly level off into horizontal flight.

E. Vertical Climbing Half Roll from Straight Flight Before initiating this aerobatic maneuver, look around and note on the horizon at an angle of 90° a clearly visible landmark.

With the engine running at the maximum supercharging, establish a flight speed of 350 km/h. Then settle into a vertical climb by vigorously pulling the control stick and maintain the established climb.

Check the vertical attitude of the airplane by orientation of the wing relative to the earth plane.

While proceeding with the climb, do not loose sight of the landmark.

After ensuring that the airplane is in a vertical climb and that it flies without a tendency of roll and sideslip, deflect the control stick to the desired side of roll.

As the wing approaches the selected landmark, deflect the control stick sharply and vigorously to the side opposite to the roll and after the airplane has stopped to roll, place the controls in their neutral positions. Proceed with the flight at a minimum speed of 110 km/h for 1 to 2 sec.

If the half roll is followed by a half loop, pull the control stick and maintain the flight direction to the landmark. As soon as the dive angle has reached 90°, maintain it for 2 to 3 sec and start leveling off into horizontal flight.

F. Vertical Climbing Quarter Roll

Execute the vertical climbing barrel quarter roll at a flight speed of 300 km/h. On gaining this speed, settle into a vertical climb by pulling the control stick.

Check the vertical attitude of the airplane by orientation of the wing with respect to the natural horizon. After proceeding with the vertical climb for 1 to 2 sec, note the landmark for a 90° roll of the airplane relative to the portside wing when executing a right roll and relative to the starboard wing when executing a left roll.

Roll by deflecting the control stick to the desired side. The deflection of the control stick should be vigorous. No deflection of the pedal is required here.

In case of a right roll, directly look at the portside wing, in case of a left roll, at the starboard wing.

As the wing approaches the selected landmark, perform a short but vigorous deflection of the control stick against the roll and after the airplane stops rolling, place the controls neutrally. Maintain a vertical climb for 1 to 2 sec and smoothly level off into horizontal flight at a minimum speed of 90 km/h and execute a half inside loop.

G. Vertical Descending Quarter Roll

Enter this aerobatic maneuver at a speed of 135 to 140 km/h with the engine throttle control lever advanced 1/3 of its full travel. After maintaining a steady vertical dive, start entering the quarter roll (the airplane accelerates rapidly). Directly look along the engine cowl and under 50 to 60° to the side of the roll (and slightly higher) without loosing sight of the landmark selected on the ground surface.

Start rolling around the longitudinal axis of the airplane by deflecting the control stick to the desired side while maintaining the vertical dive by lightly pushing the control stick.

After the airplane rolls through 90° counteract the rolling by a short vigorous deflection of the control stick and after the airplane has stopped to roll, place the controls neutrally. Maintain a vertical dive for 1 to 1.5 sec and level off into a horizontal flight or establish a flight speed required for the next aerobatic maneuver. Increase engine supercharging after passing a dive angle of 45°.

In executing this aerobatic maneuver it should be remembered that at the first half of the roll the amount of controls is larger than it is on the second half, since the initial part of this maneuver is executed at a lower speed which grows steadily as the dive progresses.

H. Normal Loop with a Roll on Top

Initiate this aerobatic maneuver at a speed of 300 to 340 km/h at full engine supercharging and at an engine speed not lower than 80 % rpm.

The first half of this maneuver shall be executed in the same manner as the first half of a normal loop, but at a slightly higher rate of control stick pull.

On approaching the top of the loop when the engine cowl is still 15 to 20° higher than the line of horizon at a speed of not less than 160 km/h, roll by deflecting the control stick to the desired side.

Coming out of the roll at a point 10 to 15° before the inverted attitude, deflect the control stick beyond the neutral position to the side opposite the roll in such a manner that the airplane stops rolling after passing through 360° around the longitudinal axis, assumes the "wheels-up" attitude and its engine cowl is projected 25 to 30° below the horizon. After the airplane has stopped to roll, place the controls neutrally and without holding the "wheels-up" attitude proceed with the normal loop.

Pull the control stick smoothly to place the airplane into a descent and level off into horizontal flight at a speed of 350 km/h.

I. Four Point Roll

Before initiating this aerobatic maneuver establish a speed of 230 km/h at an engine speed of 80 % rpm and at maximum engine supercharging.

Settle into a climb with an angle of 10 to 15° and maintain this climb. Then roll 90° by vigorously deflecting the control stick to the desired side and as soon as the airplane reaches the desired roll, vigorously deflect the control stick to the side opposite to the roll to hold the airplane in this attitude for a short time.

At roll angles of 90 and 270° counteract the nose-down tendency of the airplane by vigorously depressing the outside pedal.

When the airplane is in the "wheels-up" attitude, place the pedals neutrally and push the control stick to hold a 5 to 10° attitude.

In executing the first half of the roll the control stick should be pushed and deflected to the side, during the second half of the roll the control stick should be pulled to counteract a turning and nose down tendency.

J. Cuban Eight with 45° Diving Half-Rolls

Before executing this maneuver look around and note a landmark for better orientation when entering the maneuver and recovering from it. At straight and level flight establish a flight speed of 300 km/h.

Ensure that the airplane is in lateral level by observing the attitude of the engine cowl and wings with respect to the horizon and initiate the inside climbing loop by smoothly pulling the control stick, all the while maintaining an uniform angular rate. After passing the top point of the continue with the loop maintaining the same rate of pull of the control stick till the airplane reaches the inverted 45° dive attitude.

Check the dive angle by the angle of inclination of the longitudinal axis of the airplane to the earth plane (by the angle of inclination of the pitot static tube relative to the horizon).

As the preset dive angle is reached, stop pulling the control stick, hold this angle by giving a short push to the control stick and execute a half roll to the desired side.

At a flight speed of 280 km/h pull the control stick smoothly to initiate the second half of the eight by executing the inside climbing loop from a 45° dive angle. When passing the level attitude in the top point of the loop, ensure that the airplane is in lateral level by observing the attitude of the engine cowl and wings relative to the horizon and proceed with the loop till the 45° dive angle is reached.

Once the 45° dive angle is reached, shortly push on the control stick to hold this angle and execute the second half roll to the desired side. As the flight speed reaches 280 km/h, level off the airplane into a horizontal flight.

Inverted Level Flight

Before initiating an inverted level flight (Ref. Fig. 17), do the following:

· Look around and note a landmark lying ahead.

· Check to ensure that harness belts are tightened properly and that the harness locks are positively locked.

Figure 17

Inverted Level Flight

Establish a flight speed of 200 km/h. Pull the control stick to settle into a 15 to 25° climb and maintain this angle. Then deflect the control stick to go into a roll to the desired side.

As soon as the 90° roll is reached, allow the airplane to continue to roll and start pushing the control stick to prevent the engine cowl to lower below the line of horizon.

As the airplane is in the "wheels up" position, stop rolling and push the control stick so far forward to maintain a level flight at a constant speed.

In inverted level flight pay attention:

· To maintain a correct positioning of the engine cowl relative to the horizon.

· To maintain the level inverted flight speed and altitude (by observing readings of the airspeed and altimeter indicators).

· To maintain the established direction to the landmark (by lightly depressing the pedal).

· To maintain the lateral level (by checking the position of the wings relative to the horizon). Counteract the occurring rolls by deflecting the control stick.

· To the readings of the engine instruments (tachometer indicator, oil pressure indicator).

On expiration of the preset time of the inverted level flight, roll out into the normal flight, for which purpose push the control stick smoothly forward to settle into a 15 to 25° climb and then place the airplane in a roll by deflecting the control stick to any side.

As soon as the 90° roll is reached, depress the outside pedal to hold the engine cowl from lowering below the horizon and start pulling the control stick at such a rate, that by the instant when the airplane recovers from the half roll the engine cowl is directed towards the horizon.

WARNING: IF THE OIL PRESSURE HAS DROPPED BELOW 4 KGF/CM2 OR IN CASE OF TOO RAPID INCREASE IN SPEED, IMMEDIATELY LEVEL OFF INTO HORIZONTAL FLIGHT BY EXECUTING A HALF ROLL.

4.3.19. 45° Banked Inverted Turn In the inverted level flight establish a flight speed of 210 km/h at an engine speed of 70 to 82 % rpm. Then get into a turn by smooth coordinated deflections of the control stick and pedals (Ref. Fig. 18). To execute the turn deflect the control stick to the side of the turn and depress the opposite pedal to counteract adverse yaw. As the roll angle increases, push the control stick to counteract the nose down tendency of the airplane.

Figure 18

45° Banked Inverted Position Turn

As soon as the desired roll and angular rate are reached, prevent further increase in the roll and angular rate by deflecting the control stick and pedals. At the point 25 to 30° prior to the selected landmark start recovering from the turn by deflecting the control stick to the side opposite to the bank and depressing the outside pedal.

On coming out of the turn, when the airplane stops further angular motion, place the controls neutral and holding the airplane in the inverted level flight.

The duration of a 45° banked inverted turn at an altitude of 1000 m is about 30 sec.

WARNING: IN CASE OF RAPID INCREASE OR DECREASE IN FLIGHT SPEED DURING THIS AEROBATIC MANEUVER, WHEN THE PILOT FINDS IT DIFFICULT TO CORRECT THE ABNORMAL FLIGHT SITUATION, IMMEDIATELY LEVEL OFF INTO A LATERAL LEVEL INVERTED FLIGHT AND THEN INTO A NORMAL LEVEL FLIGHT.

IN THE CASES OF RAPID DROP IN OIL PRESSURE AND ENGINE SPEED, ALSO IMMEDIATELY ROLL OUT OF THE TURN AND LEVEL OFF INTO A NORMAL FLIGHT.

4.3.20. 60° Banked Inverted Turn This aerobatic maneuver shall be executed at a flight speed of 220 km/h with the engine running at 70 to 82 % rpm.

The procedure to be followed by the pilot in executing this maneuver is the same as in executing the 45° banked turn, with the only exception that:

While applying bank, smoothly increase the engine supercharging at such a rate that it gains its maximum at the instant when the bank reaches 45°.

As the bank increases further, apply a considerable push on the control stick to increase the angular rate and deflect the pedals to hold the engine cowl in the proper position relative to the horizon.

As the bank reaches 60°, eliminate further increase in bank and in angular rate by deflecting the control stick and hold the controls in this position during the entire turn.

Do not push the control stick further forward than it is necessary for holding the desired angular rate, since it results in a loss of speed.

The manipulations with the controls during recovery from the 60° bank turn are the same as those in the recovery from the 45° bank turn, but as the bank decreases pull the control stick diagonally to prevent a nose up tendency of the airplane and decrease the engine supercharging to the value necessary for an inverted level flight.

After entering the inverted level flight place the pedals and the control stick in neutral position.

Outside Climbing Loop from Inverted Level Flight

Before initiating this aerobatic maneuver (Ref. Fig. 19) note two orientation landmarks:

One ahead of the airplane for entering the loop and recovery from the loop, the other behind the airplane for checking the direction on the top of the loop.

Figure 19

Outside Climbing Loop from Inverted Level Flight

In the inverted level flight or descent, with the engine running at maximum supercharging and the propeller set in the lowest pitch establish a flight speed of 280 to 300 km/h.

As the preset speed is reached, initiate the loop by exercising a smooth but vigorous push on the control stick strictly along the longitudinal axis of the airplane.

As the angle of climb increases, increase the rate of push on the control stick till the airplane assumes the horizontal position. Do not exercise excessive push on the control stick, since it results in a loss of speed and impairs the airplane stability.

As the airplane approaches the horizontal position at the top of the loop, slightly pull on the control stick to counteract rapid nosing down of the airplane after passing the top of the loop due to a low flight speed (not less than 135 km/h).

Once the airplane has passed the vertical position, continue to push the control stick in such a way that during the recovery of the airplane out of the loop the flight speed is within 280 to 300 km/h. After entering the inverted level flight check the oil pressure and the engine speed.

The outside climbing loop with a minus 4 g load factor at an entry and recovery speed of 310 km/h is executed without loss of altitude.

Outside Descending Loop from Normal Level Flight

Before initiating this acrobatic maneuver note two orientation landmarks:

One ahead of the airplane for entering the loop and recovery from the loop. The other behind the airplane for checking the direction in the lowermost point of the loop.

In the normal level flight select the lowest propeller pitch and establish a flight speed of 135 km/h.

On gaining the preset speed, initiate the loop by smoothly pushing the control stick and increasing the engine supercharging, while maintaining lateral level and holding the selected direction by observing the landmarks.

After the airplane has passed the vertical position, increase the push on the control stick so as to enter the inverted level flight at a speed of 300 to 330 km/h. When executing the second half of the loop, the deflections of the controls and distribution of the pilot's attention are the same as during performing the first half of the outside climbing loop from inverted flight.

On leveling off into the horizontal flight pull the control stick slightly to hold the airplane in the horizontal position till the speed increases to 120 km/h and then decrease the supercharging to the desired value.

The outside descending loop with a minus 4 g load factor at an entry and recovery speed of 130 km/h is executed without a loss in altitude.

Tailslide

This maneuver is initiated from normal or inverted level flight at engine speeds of 82 to 95 % rpm and at maximum engine supercharging.

A. Positive Tailslide - Falling Belly Forward

At a speed of 300 km/h settle into 90° pitch climb, fix and strictly maintain this pitch. Check the attitude of the airplane relative to the horizon by the position of the sighting devise in respect to the line of the horizon.

At the instant when the airplane is "fixed" on the vertical and its position is checked, smoothly decrease the engine supercharging in such a way, that the supercharging is decreased to minimum by the instant when the climb slows down to zero (propeller is in LOW PITCH (МАЛЫЙ ШАГ) position).

At a speed of 40 to 50 km/h push the control stick to decrease the pitch angle to within 87 to 85°.

After the airplane starts falling tail first, pull the control stick fully back (the airplane does not respond to this pilot's action) and hold the pedals in the neutral position. Hold the control stick and pedals in the above mentioned positions with a certain amount of effort since as the airplane is falling tail first, the control surfaces are subjected to considerable aerodynamic forces.

After the airplane has fallen belly forward and entered a dive, push the control stick to the neutral position, increase the engine supercharging and at a minimum speed of 190 km/h begin to recover the airplane out of the dive into a level flight.

B. Negative Tailslide – Falling on the Back

The inverted tailslide differs from the straight tailslide, in that the pitch angle at a speed of 40 to 50 km/h should be increased from 90° to 93 - 95° by pulling the control stick and that at zero climb speed the control stick should be pushed all the way forward.

After the airplane has fallen back and entered a dive, place the control stick in the neutral position, increase the engine supercharging and come out into a level flight at the necessary speed.

C. Tailslides from Inverted Flight

These maneuvers should be initiated at a speed of 300 km/h. The procedure is the same as in executing tailslides from normal flight.

ABNORMAL OPERATION

GENERAL

Adequate training of the pilot in undertaking proper actions when facing abnormal and emergency situations in flight is of prime importance for the safety of the flights.

On detecting malfunction of the airplane equipment first check calmly to ensure that the malfunction is not caused by improper handling of the equipment in the pilot's cockpit, then assess the situation and take proper decisions.

Report the malfunction and the decision taken to the flight control officer and take actions as dictated by the flight situation with due consideration to the flight control officer's instructions.

In cases where the abnormal situation creates direct hazards to the pilot's life, the pilot shall escape from the airplane.

ENGINE FAILURES

Engine Failure on initial Climb-out

Actions:

· Settle into a glide.

· Report the failure to the flight control officer.

· Close the fuel fire shutoff valve.

· Switch off the magnetos and open all the circuit breakers.

· Land on the ground lying ahead unless ground obstacles prevent such a landing.

Engine Failure in a Circuit

In case of an engine failure in a circuit after turning on crosswind leg, select the site for an emergency landing as detailed in the instructions for an emergency landing outside an aerodrome (5.8.).

Engine Failure in En-Route Flight

Actions:

· When in inverted flight, roll into normal flight attitude.

· Establish a glide speed within 150 to 210 km/h (with windmilling rpm being within 48-65%).

· Set the throttle control lever to a position about 1/3 of its full travel.