60º & 90º Lazy 8s

The first maneuver is an introduction to the environment of placing the airplane in a fairly nose high position and then rolling the airplane to 60º or 90º of bank. This maneuver is designed to allow the student to become familiar with the environment for the remaining maneuvers.

Unloaded Recovery

This maneuver is designed to simulate one possible recovery from an extreme nose high attitude. Runaway trim, turbulence, airplane icing, errors in flight instruments, spatial disorientation, pilot incapacitation, or improper use of the autopilot are all possible situations that could lead to an extreme nose high attitude. During the unloaded recovery the nose is smoothly pitched forward unloading the wings of their responsibility to maintain lift and a speed below stall can be achieved while maintaining positive control of the aircraft.

This maneuver will be completed again with a scenario where forward pitch authority is reduced to the point that the nose will not pitch forward for the unloaded recovery. To get the pitch of the nose to come down the student will roll the airplane transferring most or all of the vertical lift to horizontal lift, which will allow the nose to come down. This demonstration is similar to the Lazy 8s that were performed at the beginning of the flight.

Loop

This maneuver has been included into the upset training module because it is an easy maneuver to expose the student to inverted flight while maintaining a positive “G” environment. It also gives possible alternatives for nose high recoveries if sufficient airspeed is present when the recovery is initiated.

Aileron Roll

The use of rudder during recoveries is a point that can be debated from several different viewpoints. In general aviation aircraft and smaller corporate aircraft the rudder will allow the pilot to recover the airplane with minimal amounts of altitude loss. However, in large corporate aircraft or transport category aircraft the potential for harm caused by rudder application is so high that recoveries are best done without the application of rudder. Since we are trying to demonstrate both environments, the “Aileron Roll” will be completed and recovered without the use of rudder and the “1/2 roll and roll back” will be performed with the use of rudder. It is important that the differences in altitude loss, coordination, and pitch attitude be identified for the two techniques.

The aileron roll is a maneuver designed to expose the student to more inverted flight specifically resulting from scenarios such as; wake turbulence (wing tip vortices), atmospheric turbulence, spatial disorientation, errors in flight instruments, airplane icing, improper use of the autopilot, or pilot incapacitation. During the maneuver the pilot is flipped inverted too quick for the pilot to react or with such force that full control inputs will not prevent the aircraft from inverted flight. Instead of trying to stop the roll and rolling back the pilot elects to continue the roll and bring the aircraft all the way around back to level flight. During this maneuver the student is momentarily exposed to negative G’s while inverted.

(If the stick is maintained at the trim position, the g forces should go to approximately 0, but not negative)

½ Roll and Rollback

The ½ roll and rollback is a follow-up maneuver to the aileron roll in which the aircraft becomes inverted and stops or the pilot stops the roll at the inverted position. At this point the pilot must initially maintain inverted flight to prevent altitude loss while initiating a rollback to a level flight attitude. During this maneuver the student has a prolonged exposure (3-5 sec) to negative G’s while inverted.

Power-off spin & recovery

The power-off spin is a beginning maneuver designed to expose the student to the basics of spins and spin recovery. The “power-off and ailerons neutral” technique is used to avoid complicating the maneuver to the point that the student loses all focus of the intent and simply learns the control movements. Emphasis will be placed on the “PARE” acronym for spin recovery as detailed below.

P-power to idle

A-ailerons neutral

R-rudder direction opposite the spin

E-elevators forward

Cross-controlled spin & recovery

The cross-controlled spin is a specific spin simulating the situation of a base to final turn. It is designed to expose the student to how the cross-controlled spin can result from simple applications of rudder and aileron.

The scenario below depicts the incorrect response of a student. If a student overshoots final they should continue the turn and establish a heading to re-intercept the final instead of attempting to use rudder to limit the overshoot. If the amount of overshoot is large enough then an attempt at landing should be aborted.

Scenario: Student is in the pattern with a tailwind on the base leg. Instead of initiating the turn to final early to compensate for the tailwind the student turns as normal. This results in the airplane overshooting final. Upon realizing that the airplane is overshooting the student applies rudder (because they are already at 30º of bank) to try and bring the nose around. This application of rudder results in the airplane banking beyond 30º and the student compensates with aileron to reduce the bank back to 30º. This results in the controls being crossed. This combination of rudder and aileron results in rapid altitude loss that the student compensates for with backpressure resulting in a stall and cross-controlled spin.