9.39. Extended Trail (ET). ET is divided into three distinct levels that demonstrate practical application of the fundamental formation concepts in a building block approach.

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9.39.1. Objectives. Use lead, lag, and pure pursuit options, combined with lift vector placement to practice three-dimensional maneuvering in relation to another aircraft.

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9.39.1.1. Number 1. Provide a stable platform with consistent, predictable roll rates and no sudden changes in back stick pressure.

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9.39.1.2. Number 2. Maneuver within the fighting wing cone through proper pursuit curve and lift vector application with a fixed power setting.

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9.39.2. Description. ET is flown from the fighting wing position. The process of analyzing and solving angular, range, closure, and LOS problems requires an understanding of the consequences of flying each pursuit option and lift vector placement.

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9.39.3. Procedures.

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9.39.3.1. General Training Rules.

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9.39.3.2. The Bubble. A spherical safety airspace buffer surrounding each aircraft. The 300-foot bubble is a safety of flight limit that surrounds each aircraft. If an aircraft is inside the 300-foot bubble during ET, call “knock-it-off.” (paragraph 9.12.3.1.)

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9.39.3.2.1. The ET maneuvering limit is 500-foot slant range. Momentary deviations within 500 feet are acceptable if it is quickly recognized and remedied. If unable to quickly regain the fighting wing cone, call “terminate”.

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9.39.3.2.2. Abrupt turn reversals by number 1 are prohibited. Abrupt turn reversals are turns in one direction followed by a rapid, unanticipated roll in the opposite direction.

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9.39.3.2.3. ET is flown two-ship only.

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9.39.3.2.4. Do not maneuver over-the-top in Level III if number 1 is blind or number 2 is not in a position to go over-the-top. Instead, number 1 transitions to Level II maneuvering until both of these requirements are satisfied prior to initiating an over- the-top maneuver (see Table 9.4.).

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9.39.3.2.5. The minimum airspeed for extended trail is 100 KIAS. High power settings (greater than 60 percent torque), combined with high AOA (stick shaker), and slow airspeed (less than approximately 40 KIAS), can result in an unintentional torque roll. If airspeed, G, and AOA are not sufficient to continue a maneuver, terminate or knock- it-off as appropriate.

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9.39.3.3. ET Entry. At an appropriate energy level (180 to 200 KIAS and approximately the middle of the altitude block), number 1 directs the ET with a radio call, “Texan 2, go ET level 1/2/3.” Number 2 responds with “2.” Number 1 makes a moderate G turn away from number 2 at MAX power (approximately 60 degrees and 2 G's provides a predictable and easily controlled increase in range). Number 2 maneuvers into the fighting wing cone and calls, “Texan 2, in” before number 1 begins maneuvering. Both aircraft then set and maintain the briefed power setting throughout the exercise.

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9.39.3.4. ET Transition or Termination. When the desired learning objectives are met, number 1 may direct a transition to another level of maneuvering or terminate.

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9.39.3.4.1. To transition to another level of maneuvering, number 1 calls the new level, “Texan, go ET level 3”, and number 2 acknowledges “2”. Set the new, briefed power setting if required after number 2 acknowledges the transition.

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9.39.3.4.2. If number 2 wants number 1 to discontinue maneuvering (e.g., loss of spacing), notify number 1 with a “terminate” call and state the reason. Number 1 directs the formation as required and may subsequently resume maneuvering or initiate a reform/rejoin.

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9.39.3.4.3. To end the exercise, number 1 or number 2 calls “terminate”. Number 1 may reduce power when number 2 is in sight or when number 2 acknowledges the terminate call. Number 2 will then maintain the fighting wing position until number 1 directs a reform or another formation position.

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9.39.4. Post-ET Check. After each ET exercise, number 1 conducts a fuel and G check using the radio. For example, number 1 states “Texan 1 is 800, 4 Gs”, and number 2 responds, “Texan 2 same” (if within 50 pounds and 0.5 Gs) or “Texan 2, 800, 5 Gs”. Report the maximum G reading on all G checks. Reset the G meter if no over-G observed.

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9.39.5. Flying ET—General. Each pilot is responsible for taking the necessary action to avoid a collision; however, it is number 2’s primary responsibility not to hit number 1. Because of the dynamic nature of ET, the potential for collision is increased, and flying ET requires uncompromising flight discipline. Any pilot in either aircraft must call “terminate” or “knock- it-off” if appropriate.

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9.39.5.1. Number 1.

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9.39.5.1.1. Number 1 is a training platform for number 2. Continually monitor G loading and remember that number 2 typically requires more G than number 1 to maintain position. Generally, look for number 2 behind the wing in the 4 to 5 o’clock or 7 to 8 o’clock position, and be more vigilant if number 2 strays from the cone parameters. If necessary, terminate or transition to the next lower level of ET until number 2 can maintain the fighting wing cone. Monitor number 2’s aspect, range, closure, HCA, and LOS for the possibility of an inadvertent 3/9 line or bubble violation. Do not delay calling KIO if it is evident one of these situations is about to occur. It is far more desirable to KIO prior to the excursion than to see the situation developing and wait for it to happen.

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9.39.5.1.2. Tight, high-G maneuvers are of little value if number 2 is unable to maintain proper position. Never maneuver in an unpredictable or abrupt manner that may force number 2 inside the bubble or forward of the 3/9 line.

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9.39.5.2. Number 2. Generally, use varying degrees of lead pursuit to maintain the fighting wing cone during ET. Closure, range, aspect, HCA, and LOS rate changes can occur rapidly, so be prepared to maneuver accordingly. Pause momentarily to see how rapidly number 1 is moving in the canopy (LOS/LOS rate), predict number 1’s flight path, and then maneuver by selecting the appropriate pursuit option and proper lift vector placement. Use pure and lag pursuit judiciously to avoid high aspect, HCA, and LOS rates. Normally, little time is spent in lag pursuit. Use terminate procedures to cease maneuvering if unable to maintain position.

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9.39.6. Flying ET (Level I).

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9.39.6.1. Number 1. Begin ET Level I with a radio call (“Texan, go ET, level 1”). After number 2 acknowledges the Level I call, enter a moderate G turn of approximately 2 Gs. After number 2 transmits being established in the fighting wing cone, reset power to maintain a 30-to-60-degree bank turn with approximately 50% power.

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9.39.6.2. Number 2. As number 1 turns away after calling for the exercise, maneuver to the fighting wing cone, call “Texan 2 in”, and use the same power setting as number 1 to explore and maneuver within the fighting wing cone using the appropriate pursuit geometry and lift vector placement. Notice how challenging it is to stabilize in any one position without use of power. Use pursuit options and lift vector placement to stay within parameters and explore the quadrants of the fighting wing cone.

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9.39.7. Flying ET (Level II).

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9.39.7.1. Number 1. Begin ET Level II with a radio call (“Texan, go ET level 2”). After number 2 acknowledges the Level II call, select MAX power, and turn away from number 2. After number 2 transmits being established in the fighting wing cone, reset the power at 85% torque, or as briefed/directed by number 1. For low and medium altitudes, 85% torque is a good power setting to maintain energy. Higher altitudes and air temperatures or a low initial energy state may require the use of MAX power during maneuvering. In these instances, number 1 makes a radio call directing the use of a higher power setting if not previously briefed. Once the desired learning objectives have been met, transition to Level III maneuvering or terminate the maneuver.

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9.39.7.2. Number 2. As number 1 turns away after calling for the exercise, maneuver to the fighting wing cone, call “Texan 2 in” and set 85% torque (unless briefed or directed otherwise). During maneuvers, predict number 1’s flight path and maneuver in relation to it. This requires constant analysis of number 1’s POM as well as relative aspect, range, closure, HCA, and LOS. Realize that pursuit curves exist in both the vertical and horizontal planes.

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9.39.7.2.1. Sometimes, exaggerated pursuit curve adjustments are required to remain in position. Normally, these types of corrections are only required for a short period of time. A move toward lag pursuit may generally be the best solution to mitigate these problems, but most of the time merely using less lead pursuit should adequately solve the problem.

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9.39.7.2.2. Intentional lag rolls are generally not required to maintain the cone. Transitory periods in number 1’s high or low 6 o’clock position are acceptable; however, avoid stagnating in the 5 to 7 o’clock position. Attempt to maintain the 30- to 45-degree cone away from number 1’s high or low 6 o’clock position.

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9.39.7.2.3. As number 1 starts to climb, lead’s aircraft will decelerate (“go up, slow up”). Likewise, when number 1 begins a descent, lead’s aircraft will accelerate (“lead dips, he zips”). Both pilots in number 2’s aircraft must be visual with number 1’s aircraft. As a technique, keeping lead’s aircraft above the glareshield will help the RCP pilot from going blind due to the aircraft’s wing or nose.

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9.39.8. Flying ET (Level III).

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9.39.8.1. Number 1. Begin ET Level III with a radio call (“Texan, go ET, level 3”). After number 2 acknowledges the Level III call, select MAX power, and turn away from number 2. After number 2 transmits being established in the fighting wing cone, reset the power at 85% torque, or as briefed/directed by number 1. For low and medium altitudes, 85% torque is a good power setting to maintain energy. Higher altitudes and air temperatures or a low initial energy state may require the use of MAX power during maneuvering. Maneuvers are not flown with the precise parameters of contact flying. Attitudes and airspeeds vary for effective training, area orientation, visual lookout, and smoothness. Consider number 2’s skill level while maneuvering to prevent exceeding number 2’s capabilities, but challenge with hard turns, modified lazy eights, barrel rolls, and over-the-top maneuvers. Number 1 will not attempt to force number 2 to overshoot. Ensure adequate airspeed is available for over-the-top maneuvers.

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9.39.8.2. Number 2.

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9.39.8.2.1. As number 1 turns away after calling for the exercise, maneuver to the fighting wing cone, call “Texan 2 in”, and set 85% torque (unless briefed or directed otherwise). Energy conservation becomes more critical at higher G and in vertical maneuvering. There is a balance between the demands placed on the aircraft to maintain position; either nose track or energy is more desirable during ET maneuvering to maintain relative position on number 1. High Gs, AOA, buffet, and/or stick shaker indicate that the aircraft is losing energy. When encountering these cues, prioritize between nose track and energy (airspeed). If nose track is more important, sacrifice airspeed by pulling enough back stick pressure to facilitate continued nose track. Realize that sacrificing airspeed for nose track may eventually result in excessive spacing due to airspeed differential. If number 1 is in a hard turn, relaxing back stick pressure may preserve energy or increase airspeed but can result in excessive spacing. Conservation of energy is critical during Level III of the ET exercise; the key is to maneuver in relation to number 1, and balance the need for nose track or energy through proper pursuit selection and lift vector placement.

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9.39.8.2.2. The concepts used in Levels I and II maneuvering apply equally to Level III; however, the addition of over-the-top maneuvering makes the effect of gravity more noticeable. If number 1’s nose position (longitudinal axis of the aircraft) remains stationary below the horizon, the aircraft is likely to be accelerating for an over-the-top maneuver. To properly manage this situation, it is generally prudent to “lag at the bottom, lead at the top” (see Figure 9.11). “Lagging at the bottom” means number 2 should delay pulling up into the vertical until noticing LOS in the vertical (this should put number 2’s nose in lag) to gain airspeed after number 1 has already started tracking up in the vertical. The intent is to enter onto the same turn circle as number 1. As a technique, number 2 should see “skinny wings” on number 1’s aircraft when on lead’s turn circle (i.e., observe equal parts of the top and bottom of number 1’s wings). At the apex of the maneuver, unless increased range is desired, generally sacrifice airspeed for nose track and attempt to beat number 1’s nose through the horizon (“lead at the top”) since the first aircraft to descend will accelerate quickly. If range and plane are satisfactory, attempt to hit over-the-top with the nose through the horizon before, or at the same time as number 1, with fuselages aligned (zero HCA or angle off).

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Table 9.4. ET Exercise Training Levels and Parameters. Power Level Maneuvers Bank G loading Setting I (initial proficiency) Stable Turn 30 to 60 ~ 2 Gs ~50% (fixed) degrees II (limited proficiency) Turns, Modified ~120 degrees Moderate 85% (low Lazy 8 Maximum area); MAX (high area) III (desired proficiency) Modified Cuban As required As required 85% (low Eight, Loop, area); MAX Cloverleaf, (high area) Barrel Roll

Table 9.4 (PDF p. 215)

Table 9.4. ET Exercise Training Levels and Parameters. Columns: Level | Maneuvers | Bank | G loading | Power setting. I (initial proficiency) | Stable turn | 30 to 60 degrees | approximately 2 Gs | approximately 50 percent (fixed). II (limited proficiency) | Turns, modified Lazy 8 | approximately 120 degrees maximum | Moderate | 85 percent (low area); MAX (high area). III (desired proficiency) | Modified Cuban Eight, Loop, Cloverleaf, Barrel Roll | As required | As required | 85 percent (low area); MAX (high area).

Table 9.4 (PDF p. 215)