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Originally Posted by FlyerJosh
(Post 602880)
Another reason that you're taught to add power first is that in some aircraft, such as those with geared or turbine engines, it can take a few seconds to start generating max power/thrust.
Although it may not be an issue in a 172, if you put a transport category aircraft in a nose high unusual attitude, you want to start generating thrust as soon as possible since you're going to be bleeding off airspeed and it might take a few seconds for the engines to spool up. In addition, in a prop-driven GA aircraft, adding power first will provide additional airflow (wash) over the tail and wing, providing additional control effectiveness. |
I'm sorry, you called?
j/k |
Hi!
They are changing the way Upset Recovery is done now. The first step is to unload the plane. No matter what attitude you're in, you unload the plane, which prevents/stops any stall, and makes it MUCH easier to roll the plane into the correct attitude. If you're nose low, or slightly nose up, you want to level the wings and pitch to level. By unloading it is very, very easy to level the wings. If you're in a very nose high attitude, you want to roll (or stay) in a steep bank, which will allow the nose to fall to the horizon, and then you'll roll wings level. There have been lots of crashes where pilots tried to roll the airplane with too many Gs, which overstressed the aircraft, or they were trying to manuever the aircraft while in or near a stall. By unloading first, you will not over-G the plane, and you won't stall (or will break the stall). Since I read about this recovery method some years ago, I have used it in all the upset recovery training I've had, and it's worked great! cliff NBO |
Originally Posted by atpcliff
(Post 602964)
Hi!
They are changing the way Upset Recovery is done now. The first step is to unload the plane. No matter what attitude you're in, you unload the plane, which prevents/stops any stall, and makes it MUCH easier to roll the plane into the correct attitude. If you're nose low, or slightly nose up, you want to level the wings and pitch to level. By unloading it is very, very easy to level the wings. If you're in a very nose high attitude, you want to roll (or stay) in a steep bank, which will allow the nose to fall to the horizon, and then you'll roll wings level. There have been lots of crashes where pilots tried to roll the airplane with too many Gs, which overstressed the aircraft, or they were trying to manuever the aircraft while in or near a stall. By unloading first, you will not over-G the plane, and you won't stall (or will break the stall). Since I read about this recovery method some years ago, I have used it in all the upset recovery training I've had, and it's worked great! cliff NBO Cliff, There are varying thoughts on unloading the aircraft in larger aircraft, especially for pilots who have not been specifically trained in the procedure forthe model that they are flying. I would be very hesitant to unload a large transport aircraft. Not because I think it's inherently dangerous from an aerodynamics or structural standpoint, but because of the effect that doing so could have on the passengers/payload. While we all know that all of our passengers always wear their seatbelts while seated, I'd hate to kill a flight attendant or other unsecured person after a severe wake turbulence encouter or other upset while in cruise by automatically unloading to zero g (or accidentally more). You are right however in stating that by unloading all stalls are corrected/prevented and correcting the upset is easier. |
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