Ross Aimer it is what and how we teach here as well. Hope knowledge spreads more and more, because it is out there so you can find this, but not widespread enough.
Pity he gets his demo wrong at 4:25... OOps. If you look closely he rolls his demo aircraft ( LEFT ) the wrong way compared to the actual situation that they are in. (He needed to roll it RIGHT ). If you don’t believe me roll it on to their actual recovery at 4:55 and see. Otherwise excellent content. But I think that this is a mistake that he should NOT have made as a senior instructor.
@@JamesFQuinn-kr4wx hey. :) yes true. Comapred to the sim he positions the miniature airplane left wing up (higher). Compare to the sim right wing up (right wing higher). But the rolling left recovery is correct for the miniature airplane's position. He got his point across to the trainee. That is all it matters. After the demo, The trainee should be able to think for himself, recognize the sim's attitude himself and recover the sim properly.
He is a great pilot. However, it’s not entirely accurate to say that you dont see this level of expertise anymore. Sure, traditionally pilots came from the military and were super trained. Now with private flight schools its different, the level of expertise is overall lower. However, all pilots are compliant with the rules and regulations
I really like his point about "when unloading go for half a g, not zero g" makes me wonder if he originally started his career as a military pilot. Zero g or especially negative g is generally to be avoided regardless of the situation. Sure in an airliner you don't want to stick your FAs to the ceiling.. But even fighter pilots when performing a high speed climb, full afterburner rocket ship style, almost never just bunt and pitch forward once they reach altitude. The fighter planes can do it. But zero/neg g is just generally very uncomfortable and disorienting even for the highly trained. This is why you see fighters come out of a high speed climb by pitching back (inverted), and then rolling out. It's infinitely more comfortable than a negative g bunt. Even when flying "flat" inverted, you maintain a little bit of pressure on the stick to maintain some positive g in the direction of your rear end. Excellent instructor.
The information you provided interesting. However, during my aerobatics training that I have done, I remember that you will need a lot of pushing the stick down to maintain altitude while inverted. I believe it might not be possible to add a slight back stick pressure without losing altitude, but maybe with supersonic speed, things might differ a bit. Between negative G and positive, I didn’t experience anything different in regards of discomfort. The only difference is with positive G you have positive G restraining maneuver, while with negative G you can’t do anything for that.
The most interesting part of this priceless stall training tutorial, is using a 1/200 scale model of an aircraft in the cockpit. See at 3:55. Having a visual example from the Captain, helps acquire all information of plane dynamics and behavior. Truly helpful for training. My regretted Dad, used to build RC model planes all winter long for the upcoming spring season, back in the 60's. That's how I learned the basics of flight, and the methods to recover from stalls. Virtual Pilot ever since FS2002 Pro. Outstanding video. CYUL
Masterclass teaching there. everything you need to have from an instructor : knowledge, reference to accident history, strong voice with authority meanwhile confidence in the student sense of logic..."what do you prefer"? "what would you do ?" Bravo
Very basic aerodynamics…. This instructor reminds us all that the principal of loading and unloading the wing is life . I’ve learned a lot from the experience of being an aviator but mostly from guys like this . Stay alert on that AOA . Thanks for sharing this video it’s good information and lives depend on it . More informative than 100 Pages of outdated material …😉👍🏻
Before I retired from Brand X, this level of competency was routine during most of the training events I attended. I was there a long time and went through 7 Full schools. My hat remains doffed to the vast majority of everyone I ever worked with at TK.
Seems like a great video to show commercial students on how and why decreasing the angle of attach first is extremely important on an accelerated stall.
Just remember more than 70 of bank or 20 pitch , you have become an aerobatic pilot. I always tell my students, the airspeed has two pointers, the one you see and the one you don't (stall speed G force).
I remember on my ppl check ride the examiner gave me the hood for the unusual attitude recovery part of the ride. I heard the engine noise pick up and knew he was putting me in a dive. He made me put my head down and jerked the plane around a bit to get my orientation screwed up. Sure enough when he told me to recover I was in a very steep dive but he had also put us in a 60 degree bank. I immediately cut power and simultaneously was pulling out of the dive and reducing the bank and I do remember it seemed like it took forever to roll the wings level, now I know why. He even told me for future reference roll the airplane level first then pull out of the dive. I told him my instructor hadn't taught me that and since I actually recovered without pulling the wings off he passed me. I wish he had explained to me why but I knew if it ever happened again I would do it the way he said, I knew he had a ton of experience and if he said it was better I knew he wasn't making it up.
Awesome video! To anyone intereste don this kind of videos, look for chidren on magenta, and that group of videos of advance aircraft maneuvering training program by american airlines
thats all ok when you can see a speed tape in a lot of real life its failed in cloud get an air bus is a first port of call.. the second is start drinking vodka just hide the bottles this time ha great video sir
It’s actually all about angle of attack. G load is a good indicator of your AOA with your seats in the pants, but it’s not the G load that ultimately affects your controllability in an upset situation. It’s all about AOA.
I really don't like the Nose High Recovery technique by pushing forward alone, The aircraft may not have the energy to get over the top! Also, the lift vector is still pointing straight up, rolling on some bank will reduce the upward component of the lift vector and allow you to get the nose down. Due to the startle effect you are more likely to put in too much negative G and injure those in the back of the aircraft. This is made worse by practicing in the simulator where there is no indication/feelings to gauge how much G both positive or negative thats being induced. Also reducing the thrust to control the pitch angle is a bit suspect. You are in a situation where energy is reducing, you want the power in, rolling to 45-60 degrees means the pitch up from the power pitch couple of the thrust will not make the situation worse, as it would if you were just nose high with no bank. Just my two cents...
Your technique is a legacy and more conventional recovery technique designed to make the recovery more "comfortable" and closer to 1 G. If you unload the aircraft close to 0 G, the aircraft will exit the stall instantly. Follow-on with an increase in airspeed, correct the attitude, and you're recovered. There is no need to go negative G and injure anyone.
Remember the Boeing FCOM is lawyer talk. The technique you described is great however I think Boeing is concerned a secondary UA may result from that recovery procedure.
As Russ mentioned, zero G = no stall at whatever speed. The speed of that 777 can go down to 50 kts during the recovery and it will not stall if you keep close to zero G. No lift means no lift vector so your lift vector is not pointing up anymore even if you have the wings level. Now, with a very low speed like that, you need to remember that the recovery is not complete until you got enough speed to pull some positive G (above 1G) and not stall in the attempt. So yo will need to keep pitching down past "straight and level" because the moment you try to level off, if you are below stall speed, you will stall (secondary stall), just as it happened in this video which was then correctly addressed by the left-seat pilot by reacting to the stick-shaker with a reduction of AoA. All that said, rolling the wings will accelerate the recovery because the plane reacts faster in yaw than it does in pitch, especially at high angles of attack. So for example rolling 60 degrees left and letting the plane yaw left by itself (as it slices through), most of that left yaw will be the nose coming down. That said, initiating a roll at such a low speed and high AoA might cause roll control issues and may require some careful rudder application. No need to mention that a yaw disturbance at high AoA is a recipe for a spin, right? So no matter if you decide to roll or not, UNLOAD FIRST, go to low Gs (well below 1 G but slightly above 0G to avoid accidents in the back), so if you decide to rol, in this way you will greatly increase aileron effectiveness, reduce the need of rudder input (just keep coordinated flight), and avoid a stall/spin. But you will STILL may have a very slow airspeed when you nose goes down through the horizon so very careful with the roll-back-to-level maneuver and don't stop pushing down yet or you will stall, and you don't want to stall while rolling because, again, stall/spin. So in a nutshell, while rolling the plane will help recover more quickly, it is more difficult to make it correctly and involves more risks of loss of control.
What does get over-the-top mean? I only watch these videos because I'm trying to work on my fear of flying, of course this was one of the worst ones to watch but I have heard in other videos Pilots talk about "getting the plane over the top" or "getting it over".
im not a pilot, and never tried a simulator. but all he said seems pretty intuitive. i mean obviously when the plane is going up, push the thing forward to level it, and when the plane is going down, pull the thing back hahaha. i thought it was gonna be some highly complicated emergency maneuver
In the simulator, you are never truly inverted. It only looks that way on the visuals. The jacks that hold up the simulator can't position the sim upside down.
I was just thinking.. What uh, what happens if you find yourself in such an upset in an Airbus? I'm referring specifically to the massive over bank. Sure theoretically the Airbus wouldn't let you put the plane there.. But like the man said, such an upset can be caused by weather and various other factors... I know the Airbus likes to take control away from the pilot if certain flight envelopes are exceeded or to prevent them from being exceeded. But if it happens, say due to a weather related upset. Now what? Would the plane prevent you from recovering because said recovery required bank maneuvers outside what it allows? I've heard of other modes like alternate law and direct law and so on but I'm just not knowledgeable on the Airbus and am wondering if anyone who is could shed some light on this?
Great a/c built by Boeing Tho lacks in a few departments compared to Airbus.1.Maintaining profile/speed in descent.One has to be constantly on the speed brake to maintain profile and or speed.2.Profile accuracy in Vnav approaches.Also what’s this stupid thing about having to set heading on the nose?!!Cmon Boeing!Thats bloody stupid of you guys!
It is basics. We teach student pilots this stuff before they are allowed to fly by themselves. Different considerations between a single engine and a jet airliner, though.
"Either technique is ok"?? Really? How about if the stabilizer is jammed and full up??? Then try to "just" push to unload and see what happens!!1!!! I hope thats NOT the only way they teach pilots to recover from a nose up attitude.
@@rastachicagomataderos No. There is ONE for nose high and ONE for nose low. These will work in every situation, the cause of the upset doesn't matter. Of course if the aircraft lost its wings for example you can not solve the situation (unless you are an F-15:))
What a great instructor. Very clear, patient and calm. Encouraging the guy when he recovers. Can't get better than this.
He was a fake. A paid actor
@@behindthen0thing ur mum is
yeah. who says "very well done" in work environments. nice
@@behindthen0thing lol
The experience of retired airline pilots like this Captain is priceless. You don't see this level of instruction and expertise any more!
Ross Aimer it is what and how we teach here as well. Hope knowledge spreads more and more, because it is out there so you can find this, but not widespread enough.
Pity he gets his demo wrong at 4:25... OOps. If you look closely he rolls his demo aircraft ( LEFT ) the wrong way compared to the actual situation that they are in. (He needed to roll it RIGHT ). If you don’t believe me roll it on to their actual recovery at 4:55 and see. Otherwise excellent content. But I think that this is a mistake that he should NOT have made as a senior instructor.
@@JamesFQuinn-kr4wx hey. :) yes true. Comapred to the sim he positions the miniature airplane left wing up (higher). Compare to the sim right wing up (right wing higher). But the rolling left recovery is correct for the miniature airplane's position. He got his point across to the trainee. That is all it matters. After the demo, The trainee should be able to think for himself, recognize the sim's attitude himself and recover the sim properly.
i just saw it
He is a great pilot. However, it’s not entirely accurate to say that you dont see this level of expertise anymore. Sure, traditionally pilots came from the military and were super trained. Now with private flight schools its different, the level of expertise is overall lower. However, all pilots are compliant with the rules and regulations
I wish there were tons of instructions videos of him about almost every non-normal situations. Thanks Captain for share.
This man is a great teacher! Talks calmly, makes his points very clear, enunciation is very good.
I really like his point about "when unloading go for half a g, not zero g" makes me wonder if he originally started his career as a military pilot. Zero g or especially negative g is generally to be avoided regardless of the situation. Sure in an airliner you don't want to stick your FAs to the ceiling.. But even fighter pilots when performing a high speed climb, full afterburner rocket ship style, almost never just bunt and pitch forward once they reach altitude. The fighter planes can do it. But zero/neg g is just generally very uncomfortable and disorienting even for the highly trained. This is why you see fighters come out of a high speed climb by pitching back (inverted), and then rolling out. It's infinitely more comfortable than a negative g bunt. Even when flying "flat" inverted, you maintain a little bit of pressure on the stick to maintain some positive g in the direction of your rear end. Excellent instructor.
The information you provided interesting. However, during my aerobatics training that I have done, I remember that you will need a lot of pushing the stick down to maintain altitude while inverted. I believe it might not be possible to add a slight back stick pressure without losing altitude, but maybe with supersonic speed, things might differ a bit. Between negative G and positive, I didn’t experience anything different in regards of discomfort. The only difference is with positive G you have positive G restraining maneuver, while with negative G you can’t do anything for that.
The most interesting part of this priceless stall training tutorial, is using a 1/200 scale model of an aircraft in the cockpit.
See at 3:55.
Having a visual example from the Captain, helps acquire all information of plane dynamics and behavior.
Truly helpful for training.
My regretted Dad, used to build RC model planes all winter long for the upcoming spring season, back in the 60's.
That's how I learned the basics of flight, and the methods to recover from stalls.
Virtual Pilot ever since FS2002 Pro.
Outstanding video.
CYUL
being a 777 Capt this is an excellent practical training vid for UPRT!
absolutely
Awesome. I’m looking to go get my CPL. I’m pretty sure I’m going to go through ATP flight school. Any thoughts or recommendations? Thanks
Your company should have provided you with that training already!
@@kewkabe a good pilot is always training
Masterclass teaching there. everything you need to have from an instructor : knowledge, reference to accident history, strong voice with authority meanwhile confidence in the student sense of logic..."what do you prefer"? "what would you do ?" Bravo
"does anyone else wanna get in the seat?" me!
Meeee🥰😍😍😍😍😂😂🤩🙃🙃🙃
Me too!
Very basic aerodynamics…. This instructor reminds us all that the principal of loading and unloading the wing is life . I’ve learned a lot from the experience of being an aviator but mostly from guys like this . Stay alert on that AOA . Thanks for sharing this video it’s good information and lives depend on it . More informative than 100 Pages of outdated material …😉👍🏻
Simply awesome...aviation needs more "aircraft-upset-recovery" instructors like the guy in the right seat.
I seriously want that instructor or instructors like him to teach us. No matter what, experience is priceless to a degree.
This video was awesome; didn't want it to end.
One of the best instructors I ever saw. That was an education.
Before I retired from Brand X, this level of competency was routine during most of the training events I attended. I was there a long time and went through 7 Full schools. My hat remains doffed to the vast majority of everyone I ever worked with at TK.
This is great material. UPRT training like this is going to save many lives over the next decades.
I’m preparing for my ATP check ride soon and this video was fantastic, excellent explanation, video quality was great.
I just had a terrible sim session today. Cried on my way home. I dunno why but this video made me feel better thanks for the upload.
Damn I wish all instructors were this good..... they were very lucky indeed.....👍👏👍
Wonderful demonstration and instruction
Seems like a great video to show commercial students on how and why decreasing the angle of attach first is extremely important on an accelerated stall.
How much does Boeing charge for the pause button on the 777?
they should have add it to the max.
About tree fity
It's a simulator.
@@vividvault9285 No shit sherlock.
@@dmdx86 says the guy with the dumb questions.
I find it hard to believe a 777 could recover that fast, looks like its moving like a fighter jet.
Well done Capt.!
That secondary stall came quickly. Very interesting.
Yup being high altitude and clean wing being slow the air comes off that airfoil without much effort when u load up
Very valuble knowledge, thanks for sharing!
One of the most interesting video I've ever seen on a flight simulator.... 😍
thanks capt i have the UPRT trainning next week it is well help
the voice of experience.
very nice instructor.
Thanks a lot sir... You made it soo simple
Excellent flight instructor!
An excellent instructor
Just remember more than 70 of bank or 20 pitch , you have become an aerobatic pilot. I always tell my students, the airspeed has two pointers, the one you see and the one you don't (stall speed G force).
I remember on my ppl check ride the examiner gave me the hood for the unusual attitude recovery part of the ride.
I heard the engine noise pick up and knew he was putting me in a dive.
He made me put my head down and jerked the plane around a bit to get my orientation screwed up.
Sure enough when he told me to recover I was in a very steep dive but he had also put us in a 60 degree bank.
I immediately cut power and simultaneously was pulling out of the dive and reducing the bank and I do remember it seemed like it took forever to roll the wings level, now I know why.
He even told me for future reference roll the airplane level first then pull out of the dive.
I told him my instructor hadn't taught me that and since I actually recovered without pulling the wings off he passed me.
I wish he had explained to me why but I knew if it ever happened again I would do it the way he said, I knew he had a ton of experience and if he said it was better I knew he wasn't making it up.
Yessss!! I'll get on the seat!! You can go have a 4 hr lunch!! I'll be here !!!
Awesomeness video! This is exactly the technique that we are taught in our flight school. 💪
Extreme experience flight instructor I hope he is going to be my instructor one day soon
great instructor
Awesome video! To anyone intereste don this kind of videos, look for chidren on magenta, and that group of videos of advance aircraft maneuvering training program by american airlines
RicJParis Yes I agree with you, "Children of the Magenta" is another awesome one like this one.
Intereste don???
Wow this captain is one of the best teachers i ever have seen
very informative!
Preparing for situations you NEVER want to be in
Great Instructor.
excellent instruction
If I ever learn to fly, I want an instructor like him.
Great trainer
Great video
Great instructor
Wow this guy is excellent !
That was intense hope no pilot has to go through that experience.
One day I will run this beauty... mark my word
thats all ok when you can see a speed tape in a lot of real life its failed in cloud get an air bus is a first port of call.. the second is start drinking vodka just hide the bottles this time ha great video sir
excellent
Man it looks easy but there is so much to it.
Thank's for sharing mate, i appreciate it.
Awesome!
Amazing.
Managing energy👍
It’s actually all about angle of attack. G load is a good indicator of your AOA with your seats in the pants, but it’s not the G load that ultimately affects your controllability in an upset situation. It’s all about AOA.
can you please tell me what flight training center you get with this flight instructor?
Extreme flying on 777 -Simulator- exists:
Malaysia MH370: yes
I really don't like the Nose High Recovery technique by pushing forward alone, The aircraft may not have the energy to get over the top! Also, the lift vector is still pointing straight up, rolling on some bank will reduce the upward component of the lift vector and allow you to get the nose down. Due to the startle effect you are more likely to put in too much negative G and injure those in the back of the aircraft. This is made worse by practicing in the simulator where there is no indication/feelings to gauge how much G both positive or negative thats being induced. Also reducing the thrust to control the pitch angle is a bit suspect. You are in a situation where energy is reducing, you want the power in, rolling to 45-60 degrees means the pitch up from the power pitch couple of the thrust will not make the situation worse, as it would if you were just nose high with no bank.
Just my two cents...
Your technique is a legacy and more conventional recovery technique designed to make the recovery more "comfortable" and closer to 1 G. If you unload the aircraft close to 0 G, the aircraft will exit the stall instantly. Follow-on with an increase in airspeed, correct the attitude, and you're recovered. There is no need to go negative G and injure anyone.
Remember the Boeing FCOM is lawyer talk. The technique you described is great however I think Boeing is concerned a secondary UA may result from that recovery procedure.
As Russ mentioned, zero G = no stall at whatever speed. The speed of that 777 can go down to 50 kts during the recovery and it will not stall if you keep close to zero G. No lift means no lift vector so your lift vector is not pointing up anymore even if you have the wings level. Now, with a very low speed like that, you need to remember that the recovery is not complete until you got enough speed to pull some positive G (above 1G) and not stall in the attempt. So yo will need to keep pitching down past "straight and level" because the moment you try to level off, if you are below stall speed, you will stall (secondary stall), just as it happened in this video which was then correctly addressed by the left-seat pilot by reacting to the stick-shaker with a reduction of AoA. All that said, rolling the wings will accelerate the recovery because the plane reacts faster in yaw than it does in pitch, especially at high angles of attack. So for example rolling 60 degrees left and letting the plane yaw left by itself (as it slices through), most of that left yaw will be the nose coming down. That said, initiating a roll at such a low speed and high AoA might cause roll control issues and may require some careful rudder application. No need to mention that a yaw disturbance at high AoA is a recipe for a spin, right? So no matter if you decide to roll or not, UNLOAD FIRST, go to low Gs (well below 1 G but slightly above 0G to avoid accidents in the back), so if you decide to rol, in this way you will greatly increase aileron effectiveness, reduce the need of rudder input (just keep coordinated flight), and avoid a stall/spin. But you will STILL may have a very slow airspeed when you nose goes down through the horizon so very careful with the roll-back-to-level maneuver and don't stop pushing down yet or you will stall, and you don't want to stall while rolling because, again, stall/spin. So in a nutshell, while rolling the plane will help recover more quickly, it is more difficult to make it correctly and involves more risks of loss of control.
That would be fine if it were 40 years in the past.
What does get over-the-top mean? I only watch these videos because I'm trying to work on my fear of flying, of course this was one of the worst ones to watch but I have heard in other videos Pilots talk about "getting the plane over the top" or "getting it over".
FSX doesn't simulate faster roll rate with less G force.
Great !
Extreme induced, extreme recovery, or a normal day at Mogadishu.
another benefit to automation
"Does someone else want to get in the seat?" YES! MEEEE!!!!
Very good instructor.
im not a pilot, and never tried a simulator. but all he said seems pretty intuitive. i mean obviously when the plane is going up, push the thing forward to level it, and when the plane is going down, pull the thing back hahaha. i thought it was gonna be some highly complicated emergency maneuver
I know right? Almost seems like it should be common sense but there have been several crashes because the pilots didn’t follow these procedures
Instructor: "Does someone else wanna get in the seat?" Is the Pope Catholic??? Meeeeee!!!
I wish he wouldn't pause it with it most of the way inverted - I'm amazed the two of them could sit throught that.
In the simulator, you are never truly inverted. It only looks that way on the visuals. The jacks that hold up the simulator can't position the sim upside down.
I was just thinking.. What uh, what happens if you find yourself in such an upset in an Airbus? I'm referring specifically to the massive over bank. Sure theoretically the Airbus wouldn't let you put the plane there.. But like the man said, such an upset can be caused by weather and various other factors... I know the Airbus likes to take control away from the pilot if certain flight envelopes are exceeded or to prevent them from being exceeded. But if it happens, say due to a weather related upset. Now what? Would the plane prevent you from recovering because said recovery required bank maneuvers outside what it allows? I've heard of other modes like alternate law and direct law and so on but I'm just not knowledgeable on the Airbus and am wondering if anyone who is could shed some light on this?
There is an "unusual attitude law" that removes some protections for conditions like this.
I'm trying to remember all this in case I'm ever in this situation. I'm not a pilot.
why does the speed tape disappear?
He had to be former military.
wow this was amazing vid
does the flight instructor use a wonky flight model w three engines lmao
push roll pull
fun
Make my neckhead
turn
I like turtles
You are all SQ B777 pilots?
#swiss001 ? pretty interesting
2:19
Yes please! I'll take 0 G
I bet that Simulator is awful expensive!
Meh. Turn on Full Motion on that sim for some of those upsets & see who the good sticks are! :)
lol its my nickname
One thing I learned is look outside first if you can otherwise, locate horizon diamond, the airplane triangle then the horizon line.
Very good, but better if Power off firts
3:08 *Revert to last checkpoint?*
?
I wanna be a pilot but i got a bad allergic(brain freeze) reaction to teachers
Im not a pilot, but I want the captain to teach me how to fly a plane
I don't think I ever want to fly again.......................... :(
Lol well isn't that inconvenient
Great a/c built by Boeing Tho lacks in a few departments compared to Airbus.1.Maintaining profile/speed in descent.One has to be constantly on the speed brake to maintain profile and or speed.2.Profile accuracy in Vnav approaches.Also what’s this stupid thing about having to set heading on the nose?!!Cmon Boeing!Thats bloody stupid of you guys!
Fuck...that
unload!
this should be basics
It is basics. We teach student pilots this stuff before they are allowed to fly by themselves. Different considerations between a single engine and a jet airliner, though.
A little disappointed at the student because he’s not pushing the knowledge of the instructor.
This was a lot of talking. Not a lot of learning
Umm...I think the guy should be taking notes😳😳
"Either technique is ok"?? Really? How about if the stabilizer is jammed and full up??? Then try to "just" push to unload and see what happens!!1!!! I hope thats NOT the only way they teach pilots to recover from a nose up attitude.
You mean there's a universal way to recover that work for every situation? Or you are just changing the question to make look the answer wrong.
@@rastachicagomataderos There is a universal way. I mean two: one for nose high and one for nose low. czcams.com/video/35Zy_rl8WuM/video.html
@@Dani3076 so.... 24 universal ways works for you .... doesnt matter how much they are , they still universal, is that your answer?
@@rastachicagomataderos No. There is ONE for nose high and ONE for nose low. These will work in every situation, the cause of the upset doesn't matter. Of course if the aircraft lost its wings for example you can not solve the situation (unless you are an F-15:))
@@Dani3076hold on, im taking notes....
2 ways = 1 universal way
F:15 >>> flies without wings ...
I got it bro ..... thanks !! ;))