Upset Recovery

Question 1

AOA is

Answer 1

AoA is the difference between

“where the wing is pointing and the wing is going”

Pitch vs FPV

Question 2

VsR

Answer 2

In 2012, VSR has been introduced. It replaced VS1g as today‘s instrumentation and data processing enable a more exact measurement and data analysis for better and reproducible results. In fact, during flight test, a “real 1g-condition” is never really achievable.
As VSR is slightly higher than VS1g, some well-known definitions have changed, too, e.g.:
•V2 = 1.13 VSR (formerly: 1.2 VS1g)
•VREF = 1.23 VSR (formerly: 1.3 VS1g)

Question 3

Promoting inboard Stall to have nose down instead of nose up during stall

Answer 3

Wing twist

Stall strips inboard wing

Question 4

Spin recovery

Answer 4

Whilst applying full rudder opposite to the spin direction it is important to
unload the aircraft by neutralizing elevator (let yoke go fwd)
Then unload rudder when rotation stops

This will increase the stall margin and the critical AoA for a better (and faster) regain of flight control effectiveness

Question 5

Wave drag

Answer 5

At high speeds

Question 6

Vs

Answer 6

Is variable depending on weight

Question 7

Aircraft is dynamically and statically stable

Answer 7

Look at Pitch/FPV to See high AOA and upset conditions — take care FPV indication could be wrong with IAS and ALT disagree

Question 8

Which remain most effective during Stall

Answer 8

Rudder and horizontal stabilizer

…still don’t use them during Stall!

Question 9

Low energy state

Answer 9

—high AOA
—reduces roll stability
—reduced elevator authority
—buffet with high amplitude but low frequency

Question 10

High energy state

Answer 10

—high mach
—aft moving shockwave
— use Spd brake
—buffets with low amplitude but high frequency

Question 11

High energy state during turns

Answer 11

With increasing load factor the AOA increases

Question 12

Check whether AOA is reasonable

Answer 12

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Question 13

U R S nose high

Use thrust and drag as required

Answer 13

Unload —neutralize all Flight controls and counteract movement which lead into upset (g limits are hard limits, u may increase bank)

Roll—induce roll to decrease pitch if required (bank lower than 45 degrees increase up to 60 until nose passes horizon,then wings level)

Stabilize —aileron neutral after wings level regain straight and level flight

Question 14

URS— nose low

Use thrust and drag as required

Answer 14

Unload—neutralize all Flight controls

Roll— to nearest horizon (don’t pull while in a roll)

Stabilize —gradually pull to regain pitch above horizon, regain straight and level flight ( observe eyebrows and speed tape for g limits)

Speed brake can be used

Question 15

Wichtig bei upset recoveries

Answer 15

Speed extensions are ok

G loads are hard limitations (flaps up….., flaps down……)

Question 16

Nose up recovery

Answer 16

Reduced elevator effectiveness

Question 17

Nose up recovery /Stall

Answer 17

Reduced elevator effectiveness

Daher wichtig thrust erst dann reinzuschieben wenn full elevator CONTROL wieder da ist und deceleration aufgehört hat. Also länger warten nach nose down auch bei GPWS Warning

Question 18

Altitude loss bei nose up situations close to ground still makes sense

Answer 18

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