Be aware that this was not on a Canadian forum and you are not permitted to cite me if you muck about like this... My Canadian aerobatic instructor rating has lapsed, but in the UK I don't need one (less regulation)
1. Lazy Eights
Lazy eights were taught in China in the DA40 in accordance with the American training scheme.
The bank angle reached was only 30 degrees and they were very gentle.
I find it a lot easier to do proper wing overs than this constrained manoeuvre!
2. Chandelles
Again were constrained to 30 degrees of bank and involved a climbing turn onto the reverse heading, reaching 30 degrees at the 90 degree turn point then rolling back to level as you continued the turn to 180 degrees and leveling off at 5 knots above the stall.
3. Immelmann
I absolutely detest the rewrite of history depicted in the Jeppesen PPL training manual! The Eindecker never came up against the SE5A they were three light years apart!
Immelmann had wing warping, and this means he had a very poor roll rate!
When you do a climbing turn you are always applying out turn aileron.
If you don't correct it, the aeroplane's bank angle will increase as the climbing turn progresses.
By doing an uncorrected climbing turn, Immelmann was able to increase the roll rate of his Eindecker such that he could reach the inverted from a form of Chandelle and then half loop onto his opponent.
There's no way you can do a roll of the top in an Eindecker, and I doubt that there would have been enough energy at the top of a loop for him to do a half flick roll either.
4. The way I teach the wing-over...
It's pitch into roll, roll into pitch.
In the beginning and at the end you have high speed and so the pitch input has to be strong... At the same time you have plenty of aileron control so aileron input should be light.
As the speed bleeds off you need more aileron, and less elevator pressure.
Over the top you are more ballistic and so the elevator is relaxed.
When the fuselage is level at the top, however much aileron input you have on one side, you swap it the same amount to the other side.
You can do a wingover from any normal speed.
The speed of entry determines how much height gain you can make, and that determines the amount of bank.
Normally 90 degrees of bank is a proper wingover, but bank angles beyond the vertical are easily done.
With sufficient speed you can gain such a height that 180 degrees of bank is possible, and now you might as well carry on rather than reverse the roll at the top... This is called a Barrel Roll!
If you are doing the manoeuvre properly then it flows smoothly, it is a gentle but spectacular manoeuvre.
In a Cessna 152 aeroplane or any aeroplane with similar weight and wing loading, 2.25g is all you need for a Barrel Roll entry, and so a wingover should be less than or equal to this number.
At the top of the manoeuvre the g approaches zero but is still positive, and 40 KIAS is not unusual nor is it dangerous.
Where the danger is is in the second half of the manoeuvre.
You must begin the rollout at the point the fuselage is level and ideally you will have turned ninety degrees and have a landmark already picked to confirm this.
If you let the nose drop before reversing the roll then you will be entering the worst spiral dive you can imagine, the speed and G will rise... Close the throttle, and add more aileron input.
If you start the rollout early, before the nose is level, you will come out higher and slower, like a Chandelle.
This should be a gentle and pleasant manoeuver so if you feel it, you're doing something wrong.
Like all manoeuvres involving pitch, do not do this close to the ground, and avoid doing it over water.
I leave the throttle alone, or at most add a little power on the way up and reduce it to the throttle position that gave 200 RPM below the redline at entry speed (fixed pitch).
