The L-29 Delfin aircraft is not just a historical training machine. It is a piece of living aviation legend that allows you to experience true flying – raw, physical, and precise. This two-seat jet aircraft, which once trained military pilots in former Czechoslovakia, is now a gateway to an adrenaline-fueled flight for every brave passenger.

Why is a flight with the Delfin unique?

Incredible views
Thanks to the well-designed cockpit, you will have a perfect overview of your surroundings and the aircraft’s position during the flight. The feeling of freedom in space is stronger than you would expect – a view you won’t forget.

A breathtaking speed range
From a slow flight at 160 km/h to an extreme 800 km/h. The Delfin can also perform vertical maneuvers with an altitude gain of up to 2000 meters – adrenaline like an action movie, this time with you in the lead role.

Stability and safety in every turn
Thanks to its specific flight characteristics, the aircraft is very stable. It practically doesn’t know how to spin – a serious pilot error must occur for it to enter one. And that’s precisely why an experienced professional always accompanies you.

From –2 to +5 g – maximum physical experience
A flight with the Delfin is not just about the view – it’s about the sensations. About the force you feel during G-forces, about the tension in your hands and a smile on your face. And if you dare, you’ll experience the maximum possible G-force.

Real piloting – no electronics, just you and the machine
The L-29 Delfin doesn’t have modern power boosters. You feel every movement of the control stick in your shoulders. Vertical maneuvers are also supported by a special technique that gives you control without unnecessary struggle with the machine.

Safety note: With fuel quantities below 200 liters, negative G-forces cannot be performed – to protect the engine. But don’t worry, our pilot has it under control down to the last detail.

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It’s not an attraction. It’s an adventure.

This flight is not about glitz. It’s about the power of technology, the tradition of aviation, and the challenge you feel in every turn. For those who want more than just a flight – for those who want to experience flying as pilots do.

After takeoff, you will feel what real jet engine thrust means. The L-29 Delfin will give you maximum power in the first six minutes, during which it will lift you to altitude with immense force. Subsequently, the engine will switch to nominal mode to ensure its preservation and longer lifespan. Everything is designed with an emphasis on safety.

The climb rate is precisely defined and optimized according to altitude. The higher you are, the gentler the ascent must be. From the ground, you climb at approximately 360 km/h, at an altitude of 1000 meters it decreases to 350 km/h, and with every additional kilometer of altitude, it drops by approximately 10 km/h – down to 290 km/h at an altitude of 7000 meters.

At altitudes above 5000 meters, it is possible to maintain a true airspeed of 390 km/h, which ensures stability, smooth climb, and efficient consumption. When climbing to 7000 meters, it is recommended to keep engine RPM at 97% to maximize the aircraft’s flight capabilities.

These numbers are not just technical details – they are rules that ensure a smooth, safe, and precisely controlled flight. Whether you are climbing to a training area or practicing a simulation according to OSP, every phase of the flight has its meaning and rhythm.

Comfort on board – even at high altitudes

The aircraft cabin is adapted for pilot comfort. Up to an altitude of 2000 meters, the cabin pressure is the same as the ambient pressure. Above this limit, the cabin begins to maintain a slight overpressure, which gradually increases – at 4000 meters to a level of 0.12 kp/cm² and at 7000 meters to approximately 0.21 kp/cm². Thanks to this, the pilot does not need an oxygen mask, and the flight is comfortable even at higher altitudes.

More than just a flight

The L-29 Delfin is not just a training aircraft. It is a combination of technical precision, raw jet engine power, and elegant piloting. Every meter of altitude, every second of flight is a physically tangible experience that will be etched in your memory. Ideal for those who want to see the world from a height that an ordinary person will not experience.

The L-29 Delfin aircraft is not just a historical training aircraft – it is a perfect tool for precise maneuvers, acrobatics, and G-forces that you will literally enjoy on your own body. One of the most intense experiences during the flight is a complete 360-degree turn, where the stability, performance, and technical sophistication of this aircraft are fully demonstrated.

Even in sharp turns, the Delfin remains reliably controllable. Thanks to its design, it performs excellently during sudden changes in direction and holds its course with surprising precision.

If the speed drops below 180 km/h during a turn, the aircraft will react with a slight tremor. This tremor is a safe warning – just slightly release the control stick, the tremor will subside, and you can continue. No spin, no unexpected surprises. Adrenaline, yes, risk, no.

The recommended speed for practicing turns is 350 km/h – it is within this range that you feel the maximum G-force, while also having absolute control over the aircraft.

How does the aircraft behave during turns?

Near the ground, at zero altitude and an aircraft weight of around 2900 kg, the minimum turn radius is only 232 meters, which is achieved at a speed of 215 km/h. The shortest time for the aircraft to complete a full 360° turn is only 22 seconds if flying at 270 km/h. In this mode, the aircraft reaches a bank angle of up to 68 degrees, and with acceleration, you can feel up to 381 km/h.

At an altitude of 5000 meters, where the aircraft already weighs approximately 2676 kg, the minimum turn radius increases to 470 meters. You fly at 250 km/h, the entire turn takes approximately 39.5 seconds at an ideal speed of 350 km/h. Here, the bank angle is around 61 degrees, and the true airspeed can reach up to 430 km/h.

Interestingly, even with auxiliary fuel tanks, the maneuver is flown very similarly to without them – changes in parameters are minimal.

A maneuver you’ll remember

This flight is not a simulation. It is a real experience where you feel every “G-force”, every degree of bank, and every meter you fly in a perfect circular path. A turn in the L-29 Delfin is not just about technique – it is a physical and emotional highlight of the flight that will stay with you long after landing.

If you want, I can break this text down into individual sections for the web (e.g., Turn in numbers, How the aircraft reacts, How it behaves at altitude), or create a short promo version for a video or post.

A combat turn is performed at maximum engine power and at speeds not exceeding the aircraft’s maximum permissible values.

Before starting the maneuver, it is necessary to gain sufficient speed by descending at an angle of 20–30° at full throttle. Once this speed is reached, the aircraft is smoothly pulled up into a climb at an angle of 30–40°, while simultaneously banking into the turn with a slight deflection of the rudder.

• Initial bank: 10–15°

• In the second half of the maneuver: bank increases to 65–70°

Throughout the maneuver, it is necessary to maintain:

• G-force: starts at 2.5–3 g and decreases to 1.5 g as speed decreases

Upon reaching a speed of 200 km/h, the aircraft must be smoothly leveled into horizontal flight. During the combat turn, the aircraft changes direction by 180°, with the speed not dropping below 180 km/h.

The technique for performing both left and right combat turns is the same.

The Immelmann turn can be performed at altitudes from 2000 m up to the aircraft’s service ceiling, both with retracted and extended airbrakes.

For training purposes, it is most often performed from an altitude of 3000 m, at an indicated airspeed of 250 km/h.

The transition into the Immelmann turn begins from horizontal flight or a slight climb at an angle of 10–15°. After reaching the desired speed, the aircraft is inverted by deflecting the control stick to the side of the turn with a slight press of the rudder pedal. Approximately 20° before the inverted position, the rotation must be interrupted by returning the controls to a neutral position and simultaneously pulling the throttle to the “Idle” position.

The aircraft is not held inverted – the control stick is smoothly pulled back so that the aircraft transitions from a dive into horizontal flight at an indicated airspeed of approximately 470 km/h.

During the pull-out from the dive, a G-force of 3 to 3.5 g occurs.

The technique for performing both left and right Immelmann turns is the same.

The loop is performed at altitudes from 2000 to 5000 m at maximum engine power.

For training purposes, it is most often practiced from an altitude of 2000 m at an initial speed of 480 km/h, which must be gained in a dive. After reaching this speed, the control stick is smoothly pulled back so that the aircraft reaches a G-force of 3.6 g and describes a vertical curve without changing the effort on the stick.

Before the top of the loop, the pull on the stick must be gradually reduced so that at the inverted position, the speed is at least 180 km/h and the load factor is 1.5 g. At the top, engine RPM is smoothly reduced to idle. The aircraft is not held inverted, but smoothly transitioned into a dive. The subsequent pull-out from the loop is the same as pulling out from an Immelmann turn.

The loop can be completed with or without the use of airbrakes.

For a series of multiple connected loops, it is not necessary to reduce engine power, however, the second half of the loop must be pulled out more energetically to minimize altitude loss.

Do you want to experience a moment when the whole world turns 180 degrees and you have everything under control? A roll, also known as an aileron roll, is an acrobatic maneuver that combines the elegance of flight and the raw power of a fighter jet into a single smooth arc.

How does a roll work?

The maneuver begins at an altitude above 4500 meters, always at maximum engine power. The initial phase resembles a loop, but requires a slightly higher speed – approximately 500 km/h.

At the top of the roll, the aircraft must maintain at least 190 km/h. When it reaches the inverted position (with the nose slightly above the horizon), the pilot gently pushes the control stick to prevent descent, and simultaneously deflects the ailerons in the desired direction. The rudder then initiates a rotation around the longitudinal axis, which is fast, precise, and visually stunning.

Approximately 10° before returning to the horizon, the controls are returned to the neutral position. Engine RPM remains at maximum throughout the maneuver, until its complete execution.

Safety first

If the speed drops below 190 km/h at the top of the roll, the pilot will not complete the roll. Instead, they will smoothly transition into an Immelmann turn, or adjust the flight to gain speed and safely complete the maneuver in a descending flight.

The technique is the same for both left and right rolls, but the experience is unique for everyone.

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Ready to turn the world upside down?

Experience a roll during a flight in the L-29 Delfin fighter jet. You will feel the precision of piloting, the adrenaline of speed, and the unique moment when the world below you turns upside down – and you have it firmly in your hands.

A roll can be performed at various altitudes and at various angles relative to the horizon.

For training purposes, it is most often practiced at altitudes of 2000 to 8000 m at an optimal speed of 400 km/h. Before initiating the roll, it is necessary to adjust the speed and transition the aircraft into a climb at an angle of 10–15°. Subsequently, the climb is stopped, and by smoothly deflecting the control stick with slight pressure on the rudder pedal in the direction of rotation, the aircraft rotates around its longitudinal axis by 360°.

When flying inverted, it is necessary to gently push the control stick to keep the aircraft’s nose above the horizon. At a bank angle of 90° (after turning 90° and 270°), it is necessary to press the upper rudder pedal to prevent the nose from dropping (change in control function), thereby preventing altitude loss.

Before returning to the normal horizontal position, it is necessary to:

• align the rudder pedals,

• level the ailerons,

• stabilize horizontal flight by gently pulling back on the control stick.

Rolls can also be performed at higher speeds, but the rotation is then slower and the aileron control stiffer. Therefore, it is necessary to account for possible altitude loss, especially if the roll is performed with a smaller climb angle – particularly during flights at low altitude above terrain.

A steep climb can be performed at all altitudes at maximum engine power, provided that the speed does not exceed the maximum permissible value at that altitude.

Before initiating the climb, it is necessary to increase speed in a dive up to the maximum permissible (M = 0.7). Then, the aircraft is transitioned into a steep climb at an angle of up to 90° by smoothly pulling back on the control stick. Initially, it is recommended to practice climbing at an angle of 60–80°.

After reaching the desired angle, it is necessary to gently push the control stick to prevent further increase in the climb angle. The climb angle and stability without bank must be checked using the artificial horizon.

A steep climb is most often leveled into horizontal flight by turning to either side. The initial speed for leveling is 270–300 km/h at climb angles of 60–80°.

Alternatively, the climb can also be leveled by an Immelmann turn, a half-Immelmann turn, or a combination of a turn and an Immelmann turn.

Do you think nothing in the air can surprise you anymore? Wait until you experience a Split S. This elegant yet dramatic maneuver will pull you out of reality for a few seconds – the world will stop, the horizon will disappear, and you’ll be flying upside down until you realize the sky has another dimension.

How does a Split S work?

It all begins at an altitude above 2000 meters and with full engine power. The L-29 Delfin accelerates to more than 500 km/h, then climbs sharply – at an angle of 50 to 80 degrees. The speed gradually decreases, down to 250 km/h.

That’s when the crucial moment arrives: the pilot presses the pedal in the desired direction, and the aircraft begins to flip into the inverted phase. You feel the cockpit embracing you – but everything remains precisely under control. The controls are crossed, but stable, and there’s no risk of a spin.

Silence before the scream

The moment the aircraft’s nose crosses the horizon and begins to descend, the pilot pulls the throttle to idle. The instruments show almost zero speed, but you feel that nothing has stalled – only time has slowed down. The aircraft remains smooth, predictable, and fully controllable.

Return to horizontal

When the Dolphin begins to dive, the pilot levels the pedals and ailerons, stabilizes the aircraft, and waits until the speed again exceeds 350 km/h. Then comes the final gesture: a smooth pull of the control stick and a return to level flight.

It’s not just a maneuver – it’s an experience

The Immelmann turn in the L-29 Dolphin is not just a display of piloting skill. It’s a moment when you experience pure airspace without direction, without time, without the ground beneath your feet – just you and the sky.
Precision, adrenaline, a feeling of absolute freedom.
Are you ready for a maneuver that will change your perspective on flying?

Imagine this: the fighter jet accelerates to maximum, climbs steeply towards the clouds, and at the most intense moment, it turns you 180 degrees. You’re flying inverted, speed drops, the engine goes quiet… and you descend back, head-first, back towards the horizon.
A Hammerhead turn from a steep climb is not just a maneuver – it’s an experience that shatters perceptions of what an aircraft can do.

How does it work?

At first, everything seems calm.
At a minimum altitude of 2000 meters, the L-29 Dolphin accelerates to its maximum permissible speed. It then transitions into a steep climb at an angle of 50 to 80 degrees. The pilot gently pushes the control stick forward to maintain the ideal angle and monitors the decreasing speed.

Break. Silence. Inversion.

When the speed drops to approximately 350 km/h, the pilot levels the controls and smoothly pulls the control stick, transitioning the aircraft into inverted flight. In this phase, the speed must not drop below 180 km/h. The engine is at idle, instruments show minimum… and you feel as if the world has stopped for a moment.

Subsequently, the aircraft naturally reverts back into a dive. The pilot levels the ailerons, straightens the pedals, and when the speed again exceeds 350 km/h, a gentle pull of the stick brings the aircraft back into level flight.

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Technical Overview (brief and clear):
• Minimum altitude: 2000 m
• Speed before climb: maximum permissible
• Speed at the start of the turn: approx. 350 km/h
• Minimum speed during inverted flight: 180 km/h
• Result: pure 360° adrenaline in three dimensions

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And now, a question:

Do you want to experience something that’s hard to explain – but never forgotten?
The Hammerhead turn from a steep climb is one of the most fascinating maneuvers you can try.
And the L-29 Dolphin is ready to demonstrate it for you.

Strap in. The L-29 Dolphin banks and descends sharply nose-down towards the ground. But not uncontrollably – this is not a fall, but a perfectly controlled dive, where every degree of bank and every kilometer per hour has its precise meaning. Speed, altitude, G-force – all under the control of an experienced pilot.

How does it work?

The transition into a dive can come unexpectedly – for example, after a turn, an Immelmann, or a rapid climb. Suddenly, the aircraft flips, and you find yourself in a significantly banked downward flight – at an angle that can be almost arbitrary, yet still safe.

Speed and G-forces? Precisely limited.

Throughout the maneuver, precise limits are observed to ensure you experience pure adrenaline without unnecessary risk:
• Maximum speed:
• up to 1900 m altitude: 800 km/h
• above 1900 m: Mach 0.75
• G-force (G):
• without external tanks: from –4 to +8 G
• with tanks: from –3.5 to +7 G

Thanks to these limits, the flight is physically intense, yet still under complete control.

Textbook recovery

The dive is always recovered at a safe altitude above the terrain. The pilot knows exactly when and how to “pull up” to smoothly return from the steep descent to level flight. Quickly, cleanly, without shock to the body – just with the feeling: “wow, this really happened.”

Why do the bravest want to experience this?

Because seeing the ground rapidly approaching, feeling the tension throughout your body, and then elegantly climbing back towards the clouds… that’s something you don’t experience in everyday life.
A dive is a pure battle of gravity, precision, and human courage. And you can be there – in the cockpit.

At first glance, it looks like a fall, but in reality, it’s a precisely controlled maneuver. A spiral is a controlled descent in which the L-29 Dolphin rotates around its own vertical axis in a steep descent – and you feel the rotation, gravity, and absolute control.

How is the spiral performed?

The maneuver is flown with a bank angle of approximately 45 degrees, according to the artificial horizon, and with engine RPM set to idle. Before transitioning into the spiral, it’s important to stabilize the aircraft into a glide at a speed of 250 to 300 km/h.

The pilot then coordinates movements of the control stick and rudder pedals, transitioning into a smooth turn. The entire maneuver is continuously monitored via instruments – artificial horizon, airspeed indicator, variometer, altimeter, or turn coordinator.

How is speed regulated?

If the speed in the spiral begins to increase or decrease, the pilot reacts by:
• pushing or pulling the control stick,
• or changing the bank angle – a smaller bank slows the descent, a larger one accelerates it.

Recovery from the spiral

The transition back to level flight is smooth: the pilot levels the bank, gradually increases engine power, and brings the aircraft out of the glide. The result is stabilized flight without loss of control – just with an extra dose of adrenaline.

A slip is a special flight maneuver primarily used to shorten the landing approach. It is performed with the landing gear extended and flaps deployed, with the indicated airspeed during the slip ranging between 200 and 220 km/h.

Procedure before transitioning into a slip:
1. Reduce flight speed to 280 km/h.
2. Extend landing gear.
3. At 240 km/h, set flaps to 30°.
4. Reduce engine RPM to flight idle.

Only then does the actual transition into the slip follow:
Using the rudder pedals, yaw the aircraft out of alignment, while deflecting the ailerons in the opposite direction – this creates aerodynamic drag, ensuring a steeper descent without increasing speed.

Maintaining the slip

The magnitude of the slip depends on the deflection of the rudder and ailerons. The maneuver is stable and safe up to full rudder pedal deflection. The pilot must maintain a straight slip path towards landing with coordinated control inputs, while gently holding the control stick to prevent the aircraft’s tendency to “nose over”.

Ending the slip

The slip is recovered simply by leveling the bank and simultaneously releasing the rudder pedals.
If the slip is used as a technique to shorten the landing approach, it must be terminated no later than 50 meters above the terrain.

The L-29 Dolphin enters a spin only due to a gross pilot error – specifically, excessive pulling of the control stick and uncoordinated use of the rudder pedals. Therefore, for both safety and training reasons, spins are performed only in exceptional cases.

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How is the aircraft intentionally put into a spin?
• The spin begins at a minimum altitude of 5000 meters.
• A maximum of 3 rotations are permitted.
• The aircraft’s center of gravity must be within the permissible loading range.

Procedure:
1. Ensure there are no other aircraft in the area.
2. Set the elevator trim to the neutral position (balanced at 300–320 km/h).
3. At 5000 m altitude, reduce throttle to flight idle.
4. Choose a reference point at which you will recover from the spin.
5. In level flight or a slight climb, reduce speed to 170–180 km/h.
6. Fully depress the rudder pedal in the direction of the intended spin, simultaneously pull the control stick back, and hold both controls in this position throughout the spin.
7. Ailerons remain in the neutral position.

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Aircraft behavior in a spin

The spin in the L-29 is unstable and significantly uneven. Already in the first rotation, the aircraft’s nose oscillates significantly – rising and falling within a range of 20° to 80° relative to the horizon. The aircraft may briefly interrupt the rotation, roll a quarter to half a turn in the opposite direction, and then rapidly resume spinning in the original direction.
• Indicated airspeed fluctuates – dropping sharply during climbs, rising sharply during descents. In the third rotation, it can reach 280–300 km/h.
• Significant shaking of the control stick and jolts to the pedals are noticeable.
• A left spin is usually slightly more unstable than a right one, but not always.
• Time per rotation:
• right: 4 s
• left: 5 s
• average: 4.5 s
• Altitude loss per rotation: 150–200 m
For 3 rotations, including recovery, 2000–2200 m will be lost.

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Effect of controls and design
• Ailerons: Have only a small effect. Deflection “with the spin” slightly slows the rotation, “against the spin” accelerates it – however, the spin remains uneven.
• Speed brakes and center of gravity shifts within the permissible range do not significantly affect the spin’s progression.
• G-force: Towards the end of the third rotation, it can reach 2.5 to 2.8 G.
• At an altitude of 9500 m, the spin has a similar character to that at 5000–6000 m.

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How is a spin recovered?

Intentional spin:
1. 15–20° before the chosen reference point, fully depress the rudder pedal opposite to the spin direction.
2. Immediately push the control stick slightly forward past the neutral position.
3. After rotation stops, neutralize the pedals, add power, and at 350 km/h, recover the aircraft from the dive.

Unintentional spin:
1. Reduce throttle to idle.
2. Determine the direction of aircraft rotation.
3. Set controls “with the spin”:
• rudder pedal in the direction of rotation,
• stick fully back,
• ailerons neutral.
4. Then proceed with the same procedure as for an intentional spin.

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Important safety principles:
• Follow the precise procedure. Incorrect control deflection can lead to transitioning into an opposite spin or an inverted spin.
• Late forward pressure on the control stick after depressing the rudder pedal can cause a spin in the opposite direction.
• If the spin transitions into an inverted spin:
• set all controls to neutral,
• pull the control stick back until rotation stops,
• recover the aircraft from the dive.
• Caution: Intentional inverted spin is prohibited.
• During normal spin recovery, do not push the stick too abruptly – this can lead to negative angles and altitude loss.
• Pulling back too quickly can cause a re-entry into the spin.
• If the spin cannot be recovered, set the controls “with the spin” again and, after half a rotation, repeat the recovery according to the procedure above.
• If the spin is not recovered by 1500 m above ground level, it is necessary to immediately abandon the aircraft by ejection.

When the L-29 Dolphin flies close to its stall speed, clear warning signs begin to appear. Before the actual stall, the aircraft trembles slightly, and the pilot feels significant buffeting in the rudder and ailerons.

If, at this moment, the pilot pushes the control stick approximately halfway forward, the aircraft will not stall and remains controllable. However, if the stick continues to be pulled back, the elevator gradually loses effectiveness, the aircraft reaches stall speed, and sharply pitches its nose below the horizon.
• At idle, the aircraft tends to bank to the left wing during a stall.
• At full throttle, the bank usually manifests on the right wing.

If the pilot then pushes the control stick forward, the aircraft will regain speed. After reaching approximately 200 km/h, the flight can be leveled by a gradual pull of the control stick, smoothly returning the aircraft to stable flight.

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Aircraft Stall Speeds (depending on configuration)

Stall speed varies depending on flight mode, flap setting, landing gear, and external tanks. Here are the values in different situations:

Landing gear retracted, flaps retracted:
• Nominal mode (without external loads): 150 km/h, with external tanks: 160 km/h
• Flight idle: without tanks 155 km/h, with tanks 165 km/h

Landing gear extended, flaps extended to 15°:
• Maximum mode: without tanks 135 km/h, with tanks 145 km/h
• Flight idle: without tanks 140 km/h, with tanks 150 km/h

Landing gear extended, flaps extended to 30°:
• Maximum mode: without tanks 130 km/h, with tanks 135 km/h
• Flight idle: without tanks 135 km/h, with tanks 140 km/h

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These values are crucial for safe low-speed flight, especially during landing, training, or critical flight regime simulation. The pilot should carefully monitor the aircraft’s behavior and always react with sensitivity – because at the edge of stall speed, every gesture is decisive.

Flying at speeds close to maximum values requires precision, discipline, and proper preparation. Before accelerating to M = 0.75 or 800 km/h, it is essential to:
• Adjust the flight path (so-called acceleration run)
• Close ventilation in both cockpits
• Check their sealing and securing

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Transition to high-speed flight

After checking, transition the aircraft into a dive using a 180° turn with maximum engine power. Maintain a descent angle between 30° and 45° according to the artificial horizon. After leveling the flight into a straight direction, set the elevator trim tab to the extreme “nose-heavy” position.
• At speeds up to M = 0.65 (approx. 620–650 km/h), you will feel a slight pull on the control stick
• After exceeding this value, it will change to a stronger pressure, reaching up to 15 kp

If the forces on the control stick are abnormal during acceleration (e.g., missing the “zero point” at 620–650 km/h, or the aircraft pulls to one side), immediately abort the acceleration run, thoroughly re-trim the aircraft, and repeat the procedure.

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Automatic protection and signaling

After exceeding M = 0.7:
• A red indicator light illuminates – warning of an approaching limit.
• The speed brakes automatically deploy, and their indicator light illuminates.

Nevertheless, you can accelerate up to M = 0.75, but the aircraft may shake significantly.

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Flight technique during acceleration

When reaching 800 km/h, monitor the speed according to the machmeter – M = 0.68 and maintain it up to an altitude of 2000 m. Adjust it by changing the descent angle to prevent the speed brakes from activating. After reaching this altitude, also monitor the conventional airspeed indicator.

This way, you will reach a maximum speed of 800 km/h even before 1000 m altitude.

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Transition from dive back to climb
• Perform smoothly and sensitively.
• Continuously reduce engine power during recovery.
• Simultaneously trim the aircraft as needed.
• Do not change the position of the elevator trim tab during a dive – it is prohibited!

Important:
Sudden release of pressure on the control stick, especially at maximum speed, can cause an abrupt recovery and the risk of exceeding maximum G-force.

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What to do if limits are exceeded?

If the brakes do not activate and the permissible Mach number is exceeded, proceed as follows:
1. Immediately reduce throttle (POM) to idle
2. Hold the control stick firmly
3. Gradually recover the aircraft from the dive
4. Prevent exceeding operational limits (M, G)

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Flights in turbulence

In turbulence, it is essential to reduce G-force during flight recovery, as wind causes sharp fluctuations in forces. For a better understanding:
• With updrafts W = 5 m/s → G-force up to 2 G
• W = 10 m/s → 4 G
• W = 20 m/s → 8 G

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After the maneuver

After safely recovering the aircraft from the dive, set the elevator trim tab to the position corresponding to a speed of 350 km/h.