(1) Requires good performance and understanding to steep turns.
(2) Accentuates errors resulting from either violent and poorly timed effort or overcautious effort.
(3) Demands perception as to gain or loss of speed and prompt physical responses.
(4) Requires trained responses rather than impulsive erratic reactions.
(5) Requires orientation during rapid movements of the airplane.
(6) Accentuates the value of timing efforts, especially that of relaxation, when at reduced flying speeds.
b. Execution..-The vertical reverse is a quick change from a right to a left steep turn or vice versa. From a turn with a bank in excess of 45° apply firm pressure on the rudder pedal in the direction opposite to turning, and as soon as the airplane starts to respond pull straight back on the stick. As the airplane responds to these controls, apply ailerons firmly in the direction of rudder use, still continuing the backward movement of the stick and firm pressure on the rudder pedal. The airplane will start up in a steep climb swinging in the direction that ailerons and rudder are being used. Before flying speed is materially reduced, start easing forward on the stick, still continuing efforts on ailerons and rudder. As the airplane approaches the desired angle of bank gradually relax efforts on all controls, timing this action so that it is completed when the airplane has assumed the desired attitude. Correct small errors in the new turn with light, well directed efforts.
c. Comments-(1) When properly performed it should be possible to resume flight without any break in the rhythm of turning or, in other words, the airplane should not suddenly stop and then resume turning as gross errors are corrected.
(2) The instructor should emphasize that smooth performance requires positive control movements and well timed, gradual relaxation of the controls.
(3) The initial steep turn should be well executed otherwise errors are carried into the maneuver and their cumulative effect is to destroy performance. The common tendency is to anticipate the reverse before the turn is well started. When this is done, such gross errors result that it is better to start the maneuver over again.
(4) Upon completion of the maneuver, speed is materially reduced. At this time violent pressure, if applied to the ailerons in order to reduce the angle of bank, or to the elevators to prevent the nose falling, will result in further diminishing the available speed and consequent loss of control. Under these conditions, if control abuse is carried to an extreme the airplane will either fall into a spin, or lose considerable altitude before recovery can be made. To stop the airplane in the desired attitude properly time relaxation of the controls. This last is the only positive and unfailing method to be used but because of its simplicity it is seldom done.
(5) After the peak of the maneuver has been reached, maintaining pressure back on the stick will result in the start of a spin and such rapid rotation and loss of control that all semblance of a vertical reverse will be lost. The student should be cautioned that when extremely rapid rotation takes place at this phase of the maneuver it is undoubtedly due to this cause, and he must completely relax on all controls and then, after the airplane has freed itself from control abuse, regain control.
(6) Due to the possibility of accidental spins, vertical reverses should be practiced by the student at an alitude well above 2,000 feet.
(7) The most common fault is the tendency to bring violent back pressure on the elevators after the sudden direction change resulting in a stall or spin. With practice the average student can make continuous reverses, changing direction 180the airplane will without excessive loss of altitude.
Have you done one of those? 