Recovery From Unusual Attitudes

[@you1680]

Question If the purpose of recovering from an unusual high nose attitude is to prevent a stall, why are we adding power first, instead of pitching down to break the potential stall? Stall recovery is pitch down slightly, then add power.

[@gunner7325]

Very Informative video Sir! I hope you upload more of this, especially those aspiring pilots including me are watching your videos.

[@abrahambhima9073]

Thanks for videos sir.

[@harrygodwin9956]

The video indicates to increase throttle to full at around 2:30min, but also listed throttle to idle around 3:34 for recovery procedures. A clarification on this will be appreciated!

[@metehan_erdogan]

Full throttle when you are in a nose-UP attitude, idle when you are in a nose-DOWN attitude. The airplane gains more speed when the nose is pitched down, so you need to put the throttle to idle in a nose-down situation in order to attempt to reduce the plane's speed; and vice versa.

[@hrthrhs]

A lot of the videos on UAR I don't feel explain the recovery technique well. Really it's just: 1) Look at the AH as this will tell you within a second which way to roll and pitch. Roll wings to level first. 2) Immediately after this, and just as you begun to correct the attitude, look to your airspeed - if low, add power. If high, reduce power.

[@leozendo3500]

Instrument error: Win10 is updating. Please do not turn off your plane. (0% complete)

[@airwipe1639]

8 months later: 43% complete.

[@ovationsensation]

Years ago I took a Cessna sightseeing flight over Elizabethtown, Kentucky. I was about 21, and never flown in a plane before. I was in the co-pilots seat and asked the pilot "how steep of a climb can this plane do?". The pilot responded "let's find out". We were at around 3,000 ft elevation, he nosed down and gave it throttle, then pulled the plane almost straight at the sky. It climbed for several seconds, then the engine stopped. The plane immediately dropped like a rock, and cameras, etc, hit the ceiling. If we were not belted in it would have broken our necks. The pilot cool as a cucumber turned the nose down to the ground and calmly restarted the engine. It happened so fast I do not recall what elevation we were when the plane recovered. A friend in the back seat was so terrified he would not say a word the remaining flight, and would not speak on the ride back home. I found out later how dangerous this had been to the stress on the wings. I heard the pilot died in a plane crash two or three years later.

[@Hedgeflexlfz]

Idiot pilot

[@williamshimusic]

its definitely some idiot manuveur to try especially when passengers on board. however for the plane itself, the tested endurance of the structure is even much higher than what's on our manual, it might harm the structure of a cessna at all, but its bad for people and engine.

[@erinfreeman28]

Ah yes, lest we forget the two most dangerous words in aviation, "watch this!"

[@Amerikanin2numarali_ustasi]

There Are Old Pilots, and There Are Bold Pilots, But There Are No Old, Bold Pilots

[@harvesthunt]

Not so sure the younger students will get "Abinormal" . One of my most loved all time favorites!!!

[@jorgeparra196]

What is it?

[@maxoleary5212]

@@jorgeparra196 young Frankenstein,? IDK

[@randybetts4207]

Spelling of "abnormal" as "abinormal" in the first 90 seconds....props to Young Frankenstein.

[@solidbread9087]

0:28 every single damn aircraft in FSX

[@kazhimuhan99]

DONT INCREASE THRUST BEFORE LOWERING NOSE !!!

[@ohhuro2132]

as you says, when we encounter of nose high attitude, step one is add of the power for increase airspeed. (In FAA's IFH : The corrective control applications are made almost simultaneously, but in the sequence given above.) so my question is....Nose high attitude is same situation of Slow flight and Low speed. it means that aircraft is in Reverse commanded area. So for increasing airspeed, why we have to add power at first? is it wrong procedures about pitch down at first? as you know, in reverse command area, altitude by power and airspeed by pitch. isn't it?but almost reference says 'add power at first' or 'almost simultaneously'and also, in nose high attitude. if we increasing power at first. I think, it could be make a nose-up tendency. so What about stall recovery procedures?

[@douglashaynes]

I was asked what I would do in such a scenario by a 737 training captain during an airline interview. When I answered "increase power then lower the nose" he told me that was incorrect as adding the power first can actually cause the aircraft to increase its nose up pitch exacerbating the situation.

[@Fkruus]

This was posted awhile ago but it's still high up an others might be wondering, so here is an answer. Two points here, it must be understood that the FAA is giving general advise for all relativity small aircraft, as all other aircraft will require specific ratings. What is saying is that a 737 procedure will not be the same as a C172. Still trying to come up an answer to all small aircraft is nearly impossible. The best way to answer why it's power, pitch, near simultaneously is to address the situation in its different extreams. If we are at altitude, then the nose can be pushed down at any time and little risk is occurred recovering from a stall. But if we are close to the ground in a low power setting, power will be the primary way to brake the stall, thus is a generalists method where we are teaching a single procedure as a impulse reaction, power followed by pitch is best. Further, let's go back to slow flight in our training. If we remember our taught recovery procedures, do you remember that we are taught to recover from slow flight without losing any altitude? If we are in a stall close to the ground, better to enter proper slow flight, and then recover from that, then hitting the ground.

[@AsBe25.]

@@douglashaynes The thrust line of a 737 is below the CG so adding thrust will create a pitch up moment, and trust me you can feel it when adding power. When you do a Go-Around, especially with full GO-Around thrust you need to push the nose down because it will over pitch in a second. That's why in a 737 first break the stall (nose down) then add thrust. In a C152 you don't get this nose up tendency when adding power because the thrust is in line with the CG.

[@you1680]

@@Fkruus but is not the same scenario. In a slow flight your airspeed is stable and your altitude is the same. In an unusual Attitude nose high your altitude is increasing your airspeed is dropping. This is a simulation of a stall. Close to ground the way to break the stall is to slightly pitch down. By doing so you are correcting for 2 things that contribute to a stall, high AOA and slow airspeed. The nose does Not go deep dive like a hawk catching its prey, it goes slightly below horizon then immediately full power. I do see a discrepancy between a nose high unusual attitude recoveries and stall recoveries. We should all be in the same page to make flying safer :)

[@JoshuaTootell]

You will most certainly get a pitch up in a C172. I was shocked at how much pressure I had to put on the yoke on my first go-around in training ​@@AsBe25.

[@brother-jacob-vw]

Your g1000 ran into an error. LOLSometimes my flight simulator will crash not a way to recover that.

[@alof1ferrari]

Totally agree on the nose down recovery. But when we are in the nose-high situation they taught me to bank the airplane, let the nose fall because of the bank , and start removing bank before nose is on the horizon. (elevator shouldn't really be used to recover from nose high attitude.) What do you think?

[@ERAUSpecialVFR]

Great question! We would never try to contradict what your Flight Instructor taught you, as many things are situation and/ or aircraft dependent. That being said, the first goal in recovering from a nose-high unusual attitude is reducing the angle of attack. Not to over-simplify things, but the quickest and most effective method of doing this is by pushing forward on the yoke or stick to unload the wings. Adding unnecessary bank could potentially increase wing loading and raise the stall speed, resulting in an inadvertent stall. Take a look at Chapter 4 of the Airplane Flying Handbook for a more in-depth discussion on Upset Recovery Training and Techniques.

[@daffidavit]

Good question. If you are in a very high nose up situation and also in a medium to steep bank and about to stall, you need to reduce the Alpha (AOA) asap. What reduces the angle of attack quicker? Reducing the bank or pitching forward? If you immediately use opposite alerion to reduce the bank, the downward deflecting aileron acts as if it were rudder input. You can aggravate a close to stall situation by using heavy aileron input. I would add power, pitch down and then roll out. DPA CFIA

[@ralfsingmann6580]

Nose up always push to horizon and then level the wings. This prevents from stall. Nose down level first and then pull up to horizon. The reason is that the bank angle increases g-forces and they add up with the increasing speed g-force. I teach it with cruise power setting. No throttle manipulation during recovery because the prop moment can cause more trouble than gain.

[@CuongPham-wm5bc]

A BOSD on the Primary Flight Display at 0:22

[@isac.2h]

Cường Phạm BSOD*

[@Cow611998]

Why are these recoveries occurring over London? 3:24

[@ERAUSpecialVFR]

John Engelbach Because it looks great on camera. :-)

[@daffidavit]

My only objection after recovering from a nose down unusual attitude where the airspeed may become high is whether you really should aim to bring the airplane back to straight an level flight. A lot of aerobatic pilots say they always finish their maneuvor in a climb attitude. I agree with the aerobatic pros. especially if you are low to the ground when recovering from an unusual attitude. I believe thought should be given to the philosoply that the recovery attitude should be in a slight climb rather than straight and level, especially if airspeed is very high and you are low to the ground. After all, its the close to the ground situation that mostly ends the day. This is coming from a former FIT student. Yeah, Embry and FIT were competitors. DPA CFIA

[@nikovlogs9837]

Will this fly with a DPE on a PPL or other checkride?

[@JohnLemieux]

Cirrus training: pull the chute

[@00eefee00]

If error horizon_not_found is visualized on your g1000 you should execute look_forward/LOL

[@nuclearnyanboi]

I assume g1000s run on linux.

[@cutecantmute]

THIS VIDEO IS WRONG AND PROVIDE MISINFORMATION THAT CAN LEAD TO BAD PILOT HABITS CORRECT SEQUENCE: 1) Recognise the Upset 2) Reduce power 3) Release back pressure 4) Wings level 5) Apply forward pressure 6) Increase power 7) Monitor airspeed 8) Once the aircraft is stable continue to normal flight

[@гольф2бравобраво]

Спасибо👍