AH-1 IFF Syllabus Maneuvers and T-38C Handling
Objectives
1. Describe G-awareness and G-awareness exercises.
2. Describe the factors that affect aircraft acceleration and describe an acceleration maneuver.
3. Describe the factors that affect aircraft turn performance and describe the pitch to slice exercise.
4. Describe the break turn exercise and accelerated stall.
5. Describe reversals — aileron rolls, rudder rolls, loaded rolls, and unloaded rolls.
6. Describe the factors and effects of high AOA flight.
7. Describe the execution of a low-speed stability exercise.
8. Describe high-and low-speed dive recoveries.
9. Describe single-ship jink exercise.
10. Describe the effects of aircraft maneuvering on the T-38C engine envelope.
Assignment
1. Review Lesson AH-1, IFF Syllabus Maneuvers and T-38C Handling, in the Advanced Handling Characteristics student guide, B/F-V5A-K-AH-SG.
2. Review Interim T-38C Procedures Manual, Section 5.7, Aircraft Handling Characteristics and Section 5.9,
Abnormal Flight Recoveries.
3. Review MCMAN 11-238, Vol. 2, Chapter 3, Sections 3.1 and 3.3.
4. Complete AH-1 review exercise.
Information
G-Awareness
Objective 1 — Describe G-awareness and G-awareness exercises.
1. G-awareness
a. G-overshoot range — 0.8 – 0.95 Mach
b. Minimum stick force — 0.9 Mach
c. Note feel and buffet cues vs. airspeed and G-load
2. G-awareness exercise
a. Exercise — Technique: Accelerate to 420 KCAS(or briefed airspeed). Execute two 180-degree turns; the first turn at 4 to 4½ Gs and the second turn at 5 to5½ Gs. Compare the “feel” versus airspeed and G-load. The first turn should be “light tickle” and the second turn “light buffet.” Concentrate on your anti-G straining maneuver (AGSM) execution.
b. Application — All maximum performance flying
Acceleration Maneuver
Objective 2 — Describe the factors that affect aircraft acceleration and describe an acceleration maneuver.
1. Factors affecting acceleration
a. Thrust — power setting and altitude affect thrust. Higher altitude (less dense air) results in less thrust.
b. G-load — zero G is maximum acceleration in T-38C (Note: 10-second T-38 Dash-One restriction). G-loading causes induced drag.
c. Weight — lower weight will increase acceleration.
d. Drag — jettison stores and or reduce G-load (induced) to reduce drag.
e. Airspeed — the faster you go, the faster you go faster to a point.
f. Density altitude — denser air increases acceleration rates (more thrust).
g. Pitch attitude — nose position vs. horizon.
2. Acceleration maneuver
a. Exercise — Technique: From either straight and level or a simulated break turn, select maximum power, and unload to zero G. Bank angle does not matter. Note fuel burn and acceleration rates. If time and fuel permit, compare to a loaded acceleration.
b. Application — Separating from a bandit or extending to gain energy
Turn Performance
Objective 3 — Describe the factors that affect aircraft turn performance and describe the pitch to slice exercise.
1. Turn performance
a. Turn performance — The turning performance of an aircraft is a function of velocity (V) and radial G.
b. Turn rate — Turn rate is highest and turn radius is lowest at the lowest velocity where maximum radial G can be attained (corner velocity).
c. Radial G — Describe the energy egg (Figure 1-1).
d. Radial G — When the lift vector is oriented above the horizon, gravity reduces rate and increases radius of turn. When lift vector is below the horizon, the rate increases and radius decreases.
e. Airspeed vs. G — When G is held constant, a decreasing velocity decreases radius and increases turn rate and vice versa.
2. Pitch to slice exercise
a. Exercise — Technique: Enter at an airspeed significantly above corner velocity (450 KCAS). Reduce power to idle and initiate an approximately 45-degree bank, maximum G, climbing turn. Approaching corner velocity (400 KCAS), unload and roll to approximately
110 degrees. Select full afterburner and continue a maximum performance descending turn (similar to break
turn picture and execution). Terminate after 180 degrees of heading change.
b. Application — Minimum time reversal
Figure 1-1 — Energy Egg
Break Turn Exercise / Accelerated Stall
Objective 4 — Describe the break turn exercise /accelerated stall.
1. Break turn exercise/accelerated stall
a. Above 8,000 feet AGL (technique: 18,000 feet MSL).
b. Exercise — Technique: Establish a level, or slightly descending, light buffet, maximum performance turn. Note nose track and turn rate. Reorient lift vector upward to slow below 350 KCAS. Increase back stick pressure
and AOA through moderate buffet (note: use caution for over-G). As AOA continues to increase, the turn rate will decrease and airspeed loss will increase. Recover to a light tickle turn.
c. Application — Break turn, guns track
Reversals
Objective 5 — Describe reversals — aileron rolls, rudder rolls, loaded rolls, and unloaded rolls.
1. Rolls and reversals
a. Aileron rolls — Loaded/unloaded.
b. Rudder rolls — Loaded/unloaded.
c. Exercise — Technique: Enter 90-degree bank turns at various airspeeds and G-loads. Execute loaded and unloaded turn reversals.
Figure 1-2 — Spin Envelope
d. Application — Turn reversal in BFM engagement. During high AOA maneuvering, use of rudders can significantly aid roll performance or may be the only means of rolling the aircraft successfully.
High-AOA Flight
Objective 6 — Describe the factors and effects of high-AOA flight.
1. High-AOA flight
a. Slow flight/stalls — MCI 11-238 (AFI 11-2T/AT-38): above 8,000 AGL, at or below FL200, minimum 80% RPM.
b. Exercise — Technique: Establish a level or slightly descending, idle power, moderate buffet turn. Select maximum power NLT 200 KCAS, reorient lift vector above horizon, practice slow- speed maneuvering at or above 150 KCAS.
c. Spin envelope at FL250 (Figure 1-2)
(1) Avoid abrupt full stick inputs.
(2) Do not mistake post stall gyrations as a spin, simply neutralize controls.
(3) WARNING: Applying spin recovery when not in a spin may cause a spin.
d. Application — Slow speed BFM engagement.
Low-Speed Stability Exercise
Objective 7 — Describe the execution of a low- speed stability exercise.
1. Low-speed stability exercise
a. Exercise — Technique: Initiate at 325
KCAS, 10,000 AGL. Set power 85% minimum (prior to 170 KCAS). Establish a 60-degree climb. At 170 KCAS, unload to 0.5 G until recovery airspeed (200 KCAS). NOTE: Airspeed will decrease below 150 KCAS. Initiate the low-speed dive recovery so as to remain above 10,000 AGL.
b. Application — Terminate/KIO from slow-speed fight.
High/Low-Speed Dive Recoveries
Objective 8 — Describe high- and low-speed dive recoveries.
1. Dive recovery
a. High-Speed (>350 KCAS) Dive Recovery —Simultaneously select idle, extend speedbrake, roll wings-level, and apply sufficient G-forces for safe recovery.
Figure 1-3 — Dive Recovery Chart
b. Low-Speed (<350 KCAS) Dive Recovery —Simultaneously select maximum power, roll wings level, ensure speedbrake retracted, and execute a moderate buffet pull. Power as required to get G-available to minimize altitude loss.
2. 6-G dive recovery chart (Figure 1-3)
a. Note dive angles and airspeeds. What is split-S altitude loss?
b. Relate to BFM — Can you split-S from FL180 to separate from an engagement? How much altitude do you lose in a slice? (Answer — depends on airspeed, and radial-G).
Jink Exercise
Objective 9 — Describe single ship jink exercise.
1. Guns defense to defeat gun tracking solution
a. Exercise — Technique: Begin at 330 KCAS, military power or less, descending turn, unload, reorient lift vector 45° up or down, pull as required, power as required, continue jinks as required.
b. Application — Defensive BFM
Engine Envelope
Objective 10 — Describe the effects of aircraft maneuvering on the T-38C engine envelope.
1. Engine envelope (Figure 1-4)
a. Envelope is valid for 1-G level flight. Pitch and yaw during BFM maneuvering expands caution areas.
b. Note smooth throttle movement area.
c. Note compressor stall area.
d. Rule of thumb — Do not move throttles <200 KCAS > FL200.
Summary
1. G-awareness
2. Acceleration maneuver
3. Turning performance
4. Break turn exercise/accelerated stall
5. Reversals
6. High-AOA flight
7. Low–speed stability exercise
8. High/Low-speed dive recoveries
9. Jink exercise
10. Engine envelope
Student Assignment
1. Review Lesson AH-2, Energy Maneuverability, in the Advanced Handling Characteristics student guide, B/F-V5A-K-AH-SG.
2. Review Interim T-38C Procedures Manual, Section 5.3, Energy Management.
3. Review MCMAN 11-238, Vol. 2, Chapter 3.
4. Review AFI 11-2T/AT-38, Vol. 1 and Vol. 3.
5. Complete AH-2 review exercise.
Figure 1-4 — Engine Envelope
Review Exercise AH-1
Complete the following review exercise by providing the correct responses. Answers are in Attachment 1.
1. Best acceleration in the T-38C occurs at G.
2. Factors affecting acceleration in the T-38C are thrust, G-load, weight, drag, airspeed, density altitude, pitch attitude, and bank angle.
a. TRUE
b. FALSE
3. When G is held constant, a decreasing velocity radius and turn rate.
4. When G is held constant, an increasing velocity radius and turn rate.
5. When lift vector is oriented above the horizon, turn rate and radius .
6. The fastest roll rates in the T-38C are achieved at G.
7. At slow speed and high AOA, in order to roll effectively, the must be reduced prior to initiating the roll. At high AOA, the are less effective for rolling the T-38C.
8. Describe the dive recovery procedure for the T-38C:
a. Above KCAS, simultaneously roll wings , set power to , extend, and apply sufficient G to recover.
b. Below KCAS, simultaneously roll wings , set power to , and pull to
buffet.
9. The T-38C may be susceptible to engine compressor stall or flameout during BFM.
a. TRUE
b. FALSE