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I like the Mear's slide method for dealing with acceleration errors better than the two separate tables in the U.S. Air Force manual. I have always been partial to graphical methods, E6-B, Polhemus computer, especially when they combine two corrections into one. You can use the E6-B or the Polhemus plotting side to do motions too. 

I printed out the Mear's slide and taped it on my MB-4A slide. I decided to work a problem. 

IAS= 250 KN at start

IAS at end = 252 KN

Density altitude = 40,000 feet

TAS= 500 KN at start

TAS at end = 504 KN

Heading at start = 130.0

Heading at end of one minute = 130.4

Heading change rate = 0.4  to the right

ZN = 180

The first photo shows the MB-4A set to a 40,000 foot density altitude showing that the IAS of 250 KN equals a TAS of 500 KN just like you said.

The second shows the Mear's slide set to 500 KN and the heading set to 130.

The 3rd shows the heading rate change line drawn in at 0.4 to starboard.

Multiplying the IAS change of 2  by 6 = 12

(Or multiplying the TAS change by 3 also = 12)

The 4th shows the the speed change line drawn in 12 knots up at 512.

The last shows the ZN set in and reading the combined correction of 16 AWAY.

The sign is correct since the turn was towards the body and the acceleration was also towards the body. These accelerations makes the sign of the corrections when applied to Ho a minus or a plus when applied to Hc. Either way you do it results in an AWAY correction.

gl

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