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the upset recovery procedure. It is at this point that I am struck with the reality of the situation and why upset recovery training is so crucial. When given the controls of a jet that is pitched up 70 degrees and in a 40-degree bank; when you can hear the air noise dropping off as the airspeed decays and the G forces drop from +3 to less than 1 – and you have never actually been in this situation before – items can be missed.
Suddenly, I am far removed from the fun of barrel rolls and am reminded what this training is really about. Yes, a basic understanding of aerobatic flying is ben- eficial for upset recoveries, but the reason behind those maneuvers is this: If you haven’t really seen it or felt it, will you be able to follow the crucial procedures when you unexpectedly find yourself in an upset situation with seconds to react?
I enter the next upset scenario with a greater appreciation and resolve to execute the maneuver correctly. This time, when given the controls, I see a canopy full of ground and I immediately
start verbally talking myself through the procedure etched in my brain: “Nose is low; power to idle; wings level; slow pull up.”
Even as I say the words “slow pull up,” I feel the G’s start to come on in a way that a simulator simply cannot recreate. My eyes find the G meter again and I notice that it is creeping towards the +3.6 G limit of the CJ4 that I regularly fly. Yet another notable lesson: Even with a con- scious effort to not overload the airplane, it can easily happen when adrenaline is coursing through you after being faced with a view of the ground and an airspeed climbing through 300 knots.
Landing
We make our way back to the Lake- land airport and Dan demonstrates the landing profile to me in the form of a low pass. As the jet spools up, the flaps and gear are retracted, and we pull up into a steep climb, Dan then hands the controls back to me so I can take a shot at an actual landing. As he instructs me through the pattern, I again see nearly
identical speeds and pattern spacing to those I would fly in the CJ. With this assurance, I configure the airplane, make the turn to final and at about 100 knots over the fence, commit to the landing by finally pulling the power to idle (power is kept above 80% N2 until there is no pos- sibility of a go-around due to the engine spool up time).
With a slight nose-up flare, the trailing link gear contacts the runway, helping me look like a seasoned professional. Speed brakes are deployed and I am able to use the hand brake to slow the aircraft down and exit the runway.
One flight down. Many lessons learned. One flight to go.
Stay tuned for “Part 2” – Jared’s flight in the Extra 330LT – in an upcoming issue.
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Hillaero
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Jared T. Jacobs is an ATP-rated turbine pilot, instructor and mentor. He currently flies corporate aircraft both single-pilot and as crew for a Fortune 500 company.
24 • TWIN & TURBINE / June 2019 Jet Journal