Aerobatics
Learning basic aerobatic techniques and maneuvers
Aerobatics require the full range of a pilot's skill and precision. Learning to
fly aerobatics—with its range of airspeeds, unusual pitch attitudes, and
varying G-forces—makes a great way to expand and practice your understanding
of aerodynamics and aircraft control.
The four basic aerobatic maneuvers include: the loop, aileron roll, Hammerhead, and Cuban Eight. You can also test your skill by trying the Immelmann, Split-S, and spins. The aerobatic procedures that follow assume you are flying the maneuverable Extra 300S.
The Extra 300S, a single-seat, high-performance aerobatic aircraft manufactured in Dinkslaken, Germany, is one of several modern designs created by Walter Extra. The 300S features a welded tube fuselage covered with composite panels and an all-composite wing. The structure can withstand loads of ±10G, and its large ailerons deliver a roll rate exceeding 400 degrees per second.
That exceptional performance makes the Extra one of the top aircraft on the airshow circuit and in major aerobatic competitions—and the choice of world-class aerobatic pilots like Patty Wagstaff. For more information, see the Extra 300 Aircraft Information article.
For a more dramatic performance, turn on the smoke! You can turn smoke on and off by pressing I.
Aerobatics aren't inherently dangerous, provided you follow some basic rules and procedures.
The Right Airplane
First, make sure your airplane is up to the task. Aircraft are certified in several categories. Normal or utility aircraft aren't designed for aerobatics. Aircraft like the Extra 300S, which is certified in the acrobatic category, include special features and reinforced structures to withstand the stresses of aerobatic flight.
Basic Rules
You can't perform aerobatics whenever and wherever you want. In the United States, FAR 91.303 lays out the basic rules. For example, aerobatics are prohibited over congested areas, over groups of people, near airports, and inside certain types of controlled airspace. You must also remain at least 1,500 feet (460 meters) above the ground and the visibility must be at least 3 miles (5 kilometers).
Airshows and aerobatic contests are conducted under the terms of special waivers issued by the FAA. Pilots who fly low-level aerobatics at those events must have special training to qualify for a low-level aerobatic waiver.
Pilots must also wear parachutes during aerobatics, except during certain types of flight training.
Before performing any aerobatic maneuver, make sure you run through the following checklist.
Before takeoff:
In the air:
Aerobatic pilots use a special shorthand called Aresti notation to choreograph their competition routines and airshow programs. Pilots put a copy of their notes on the instrument panel like sheet music to help them remember each maneuver. Judges at competitions use a copy of the same notes to ensure that pilots fly every maneuver in the proper sequence.
Aresti Essentials
The Aresti scheme is based on a few simple symbols:
At aerobatic competitions, pilots fly their routines inside a "box" of airspace identified by markers on the ground.
Dimensions
The box is 3,300 feet (1,005 meters) long and 3,300 feet (1,005 meters) wide. The top is 3,500 feet (1,067 meters) above ground level. The bottom of the box depends on the type of competition.
For beginning Sportsman aerobatic pilots, the bottom of the box is set at 1,500 feet (457 meters). Intermediate pilots may fly as low as 1,200 feet (366 meters). The base for Advanced pilots is 800 feet (244 meters), and Unlimited pilots may fly as low as 300 feet (91 meters) from the ground.
During a competition, pilots must signal the judges when they enter and leave the box. They must remain in the box throughout their routines. Judges deduct penalty points for each excursion outside the box.
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In Flight Simulator, aerobatic boxes are located in the following locations:
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The loop—a vertical circle in the sky—is a fundamental aerobatic maneuver, one of the first skills fledgling aerobatic pilots learn. Practicing loops helps you get accustomed to unusual pitch attitudes, rapidly changing airspeeds, and the effects of Gs on you and the airplane.
Many pilots think that to fly a loop you just get the airplane up to speed and pull back on the stick. That approach might make the airplane zoom through 360 degrees around the pitch axis, but it's not likely to result in a competition-quality loop. In fact, it will probably lead either to a high-speed stall at the start of the maneuver or an ungraceful fall out of the sky as the airplane runs out of speed halfway through the loop.
As with all aerobatic maneuvers, the keys to executing a perfect loop are proper setup and smooth execution.
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To fly a loop
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Common Errors
If you're having trouble flying nice round loops, here are a few considerations to keep in mind:
In an aileron roll, the airplane rotates 360 degrees around its longitudinal axis, with the nose tracing a tight circle around a point on the horizon.
In the Extra 300S, which has a roll rate of more than 400 degrees per second, an aileron roll happens quickly. But it's still a four-step maneuver.
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To fly an aileron roll
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Common Errors
The Extra 300S's brisk roll rate makes the aileron roll one of the easiest aerobatic maneuvers to fly. But if you have trouble flying smooth, polished rolls, keep the following common mistakes in mind:
A hammerhead, sometimes called a "hammerhead stall" or a "hammerhead turn," is a zero-airspeed turn. From vertical flight, the airplane pivots around a wing tip and then heads straight down. Airshow and competition pilots often use hammerheads to reverse direction and to convert altitude into airspeed for another maneuver.
Flying a perfect hammerhead requires full power, and a strong, but smooth pull to establish an exact vertical line. Good timing in the pivot is also essential.
The hammerhead requires you to use the rudder and aileron controls independently, so make sure you turn off Auto-rudder before flying a hammerhead.
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To fly a hammerhead
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Common Errors
If you find hammerheads leave you sliding backward or spinning earthward, review these common errors:
The Cuban Eight is one of the first combination maneuvers aerobatic pilots learn. A Cuban Eight is two three-quarter loops, with a descending half aileron roll on the back side of each loop. To an observer on the ground, the airplane traces a figure eight lying on its side.
If you can fly consistent, accurate loops and aileron rolls you'll have no trouble with the Cuban Eight. On the other hand, if you're a bit rusty on those maneuvers, take some time to review them before tackling the Cuban Eight. When you're ready, follow this basic procedure:
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To fly a Cuban Eight
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Common Errors
The most common mistakes in flying a Cuban Eight are the same errors pilots make during loops and aileron rolls. If you're having trouble during the looping or rolling phases, review the procedures for those maneuvers. The biggest problems specific to the Cuban Eight include:
A spin is a prolonged stall in which the airplane corkscrews at a steep descent angle and low airspeed. The airplane's twisting motion looks like a series of rolls, but it's actually a yawing motion called autorotation.
To spin an airplane, the wing must first stall. The maneuver begins with a slightly exaggerated entry to a power-on (also known as "departure") stall.
Types of Spins
Spins come in two basic varieties. The unintentional (often fatal) spin at low altitude starts when a pilot tries to correct a sloppy turn toward the runway during the final leg of a landing pattern.
Competition and airshow pilots fly intentional spins, aerobatic maneuvers that require the pilot to enter cleanly and recover crisply after a specified number of turns and on a predetermined heading.
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To fly a spin
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Common Errors
Spins often turn into steep, spiraling descents. To fly precise spins, keep the following considerations in mind:
A Split-S is an old fighter-pilot's trick to reverse course and convert altitude into airspeed for a quick getaway. To a modern aerobatic pilot, the Split-S is a combination maneuver, a half aileron roll to inverted followed by a half loop.
Although the Split-S looks like a simple maneuver, it can bite the unwary pilot. Airspeed builds rapidly during the descending half loop, and sloppy roll technique can lead to a dangerous steep spiral. Before attempting a Split-S, it's best to review the loop and aileron roll.
When you're ready to try a Split-S, follow this basic procedure:
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To fly a Split-S
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Common Errors
Sloppy roll and loop technique causes the most problems for pilots trying a Split-S. Review those maneuvers and keep the following considerations in mind:
Legend has it that Max Immelmann, a German ace in World War I, devised this maneuver: a climbing half-loop, followed by a half aileron roll to level flight. Although it's doubtful Immelmann was the true inventor, this maneuver did prove an effective way to shake an attacker while gaining altitude and reversing direction.
Think of an Immelmann as a reverse Split-S, and you'll understand the basic principles behind this maneuver.
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To Fly the Immelmann
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Common Errors
Remember to start an Immelmann at an airspeed of at least 150 knots. Don't pull up too slowly, and remember to add full power during the climb to avoid stalling at the top.