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if the ground is within range of a larger turn radius. It’s difficult to imagine adding power in a nose-low attitude or removing power when nose-high, but you may need to do just that. With this bit of confusion, the most likely nose-high recovery scenario will be to add power, roll smoothly to 90 degrees of bank, let the nose fall to the horizon (or below the horizon, depending on speed), and then roll wings level. More on nose-high recoveries in a bit.
Lift Vector
In a nose-low unusual attitude recovery, the first thing you do is level your wings. You need to get the lift vector going in the correct direction. Picture long arrows point- ing out the top of your wings at a 90-degree angle. The lift vector points at the ground if you’re inverted (at positive g). It points to the horizon if you’re in 90 degrees of bank. The first step is to make your lift vector point above the horizon, meaning less than 90 degrees of bank.
Ideally, you want your lift vector pointing straight up, away from the rocks. The closer to straight up it is, and the closer to corner velocity you are, the quicker you will return to level flight. Learn the ‘unloaded’ roll (rolling at zero or near 0 g); remember, you want to be near corner velocity. You may have to reduce or add power. Next, gently add back pressure as required to your g limit or the edge of an accelerated stall if the rocks are near.
Dump Some Lift
A nose-high recovery is a little more uncomfortable, especially for your passengers. You may see something less than one g for a few seconds. Not necessarily zero-g, but you may get “light-in-the-seat.” Pushing straight forward would be very uncomfortable and take a long time. In an
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aerobatic plane or fighter, you would simply roll inverted, pull your nose down to the horizon, then roll upright. Not a good idea in your aircraft unless you are almost verti- cal. However, it will work fine in any airplane as long as you maintain positive g (hopefully around one or two) throughout the maneuver. The positive g is necessary to ensure your fuel and oil systems behave as designed.
The (most controlled) best way to dump lift to lower your nose is to roll left or right. The more nose high you are, the greater the bank angle must be. Anything from 30-90 degrees would be appropriate. As you roll, the lift vector points less and less away from the ground, and the nose will fall to the horizon.
The decision when to roll back level is based on a few things: how close to corner you are when the nose ap- proaches the horizon, how fast the nose is falling toward/ through the horizon, and where the rocks are. You may be able to roll out before you get to the horizon, or you may need to let the nose fall through the horizon. Make smooth, deliberate control inputs. Once again, professional upset training will teach you the nuances of the process and help in your decision-making.
Some would say that no simulator can model the dis- orientation of actually being upside down. Yes, and no. A simulator is perfect for experiencing and correcting an IMC or night upset. A real airplane may be better for learning day VMC upset recoveries. I recommend you do both. After which, the most challenging part of an upset event is explaining to your passengers what happened.
UFO Avoidance
Upset training will minimize the time you spend ‘tran- sitorily perplexed.’ And so, no longer will the pax see you using ‘wildly, unthinking behavior’ or screaming like your Dachshund Lily getting a mani-pedi. So, any non-UFO explanation to the pax should work. You must also tell ATC what happened and file a NASA report. Telling ATC will prevent me and others from flying into the same crap that caused your upset if it was weather related. The NASA report will protect your ticket. The not-a-UFO part will keep you out of the tabloids and the psychiatrist’s office. We can all recover from a bad attitude, even arrogance, with training and practice. Keep the shiny side up, my friends.
Authors note:
If you are into formulas like corner velocity above, here is another fun one; it’s the speed at which tires hydroplane: 9 x √tire psi. e.g. 9 x √60 psi=70 kts. 9 x √120 psi=98 kts. 9 x √160 psi=113 kts. And your car: 9 x √35 psi=53 mph.
Kevin Dingman has been flying for more than 40 years. He’s an ATP typed in the B737, DC9 and CE-650 with 25,000 hours in his logbook. A retired Air Force major, he flew the F-16 and later performed as an USAF Civil Air Patrol Liaison Officer. He flies volunteer missions for the Christian organi- zation Wings of Mercy, is retired from a major airline, flies the Cessna Citation for RAI Jets, and owns and operates a Beechcraft Duke.Contact Kevin at dinger10d@gmail.com.