I'm not a pilot nor have I ever flown but I've always had an admiration for aviators and a fascination with flight in general. I like listening to this guy talk. Even without knowing much about the subject matter, it is apparent that this guy is an expert aviator and a very engaging instructor.
I’m not a pilot and I’ve never flown. I’ve always been an airplane enthusiast though. For some reason I keep coming back to these videos because captain Wanderburgh is just an amazing guy and has a charisma about him. Great video. RIP Captain
I am not in the aviation industry but a mere aviation hobbyist. I found this lecture immensely informative and also learnt a thing or two about good presentation skills. Superb work!!!
This is a great video. Most of this stuff is timeless. Captain VanderBurgh made his lectures interesting, but yet you were able to learn lots. He'd share valuable information but then throw in a funny part. This is the way every teacher/instructor should teach.
+goons123flofy Absolutely, although airline pilots should be aware that the AAMP was listed as a contributing factor in the AA A300 crash in 2001, due to its over-emphasis on rudder use. Airbus and Boeing test pilots raised concerns with the AAMP's emphasis on rudder use at high alpha and unusual attitude recovery preceding the crash, and it was subsequently removed. So extract lessons from this, but perhaps with a pinch of salt at times...
+Ben Kolbeck > AAMP's emphasis on rudder use Airbus's lack of tactile feedback to the pilots (designed in!), silently quadrupling the rudder sensitivity on takeoff (on an angle-to-angle basis, even more sensitivity force-to-force), and failing to consider vertical stabilizer separation when designing the flight-envelope protection (while training pilots that "the flight envelope is protected, trust us") - those were all contributing factors that go uncorrected to this day.
Eustatian Wings Okay well 1) the A300 is not FBW and has no flight envelope protections. 2) The flight controls on the A300 have exactly the same level of feedback as any other large, conventional (i.e. fly by cable), transport. 3) Not only Airbus, but also Boeing raised concerns with AA over the AAMP, prior to the A300 crash, regarding what they saw as an overemphasis of rudder use that could lead to loss of control or structural damage. Overall this programme is excellent, and the A300 obviously had flaws in terms of the rudder, but the AAMP *did* have an affect and it should not be consumed uncritically by today's pilots.
Shoot, you're right about the A300. I had a flawed understanding of its control system. Looking at the link below, however, it appears that Airbus has designed it so that at higher airspeed *less force* is required for full deflection than would be required during a control check. Basically the computer makes the stops narrower but doesn't offer more resistance to the pilot even though the actuators are generating much more force. lessonslearned.faa.gov/ll_main.cfm?TabID=3&LLID=35&LLTypeID=2 Even at that time, Airbus believed that springs are sufficient feedback and that control surface loading is not relevant to the feel of a hand-flown aircraft. I strenuously disagree.
Thank you for sharing this. As a pilot in training, this information is so valuable to me and could one day save my life and the life of others. This man is a legend.
I already liked the guy, but found out from his obituary that he flew the F-14 prior to his Airliner career and loved flying it. I respect this guy so much more. RIP Warren
That explains a lot. Flying fighters is one thing, but the F-14 in particular demands a pilot who knows how to fly airplanes. He'd know ALL about getting a wing drop and what happens when you try to solve that with spoilers. Best case, you fly inefficiently and get shot down. Worst case, you spin the airplane due to roll reversal, cannot recover, attempt to eject, canopy separation is inhibited by stagnant airflow, AND THEN you get shot down. They didn't make that up spin and canopy routine just for Top Gun - that was a real thing that happened. In a Hornet you can get away with being lazy on the rudders, or yanking absurd alpha onto the jet. With the Tomcat you could not. Former Hornet pilots drive civilian CFIs crazy trying to get them to use rudder in a Cessna; former Tomcat pilots became this guy.
Gr8 video presentation. Very good question about fly by wire ac. On A319 thrust to weight ratio is excellent and have tested in sim works out gr8. Don't know about the other aircrafts
At around 15:50 the instructor mentions how at AA they fly essentially "fixed stabilizer aircraft". That's not so since the 777, in which the control column commands both the elevators AND the stabilizer.
+FLT111 Oh yes, for sure! I wasn't trying to discredit the instructor or anything. I'm just letting the viewer's know that modern FBW aircraft behave differently, i.e., the problem of "running out of elevator" has been solved :)
That's not quite true, though. The stabiliser isn't directly linked to the stab trim but it isn't really commanded by the control column, either. The trim switches in the cockpit command a reference speed for the stabiliser, which for all intents and purposes feels like flying a traditional aircraft. It is practically fixed stabiliser.
That’s true...i have flown B737 then B767 and since 2 years ago B787...it is true what you say guys! Technology make improvements but basic pilot skills should be practiced and maintained all the time! Good works folks to all my collegues around the world!!!
Can any of the pilots on here explain what the gentleman is referencing, rather light heartedly/to audience laughter, at roughly @33:00? The analog AOA in the black box? Couldn’t make sense of it. Thx!
Hello Drew, he states that the FDR has a channel for AoA. An important indicator when WS is encountered. BUT most comercial airplanes doesn't show us that information directly, in an analog manner. Just by PLI / Cl max / Speed tape / etc.
What are the physics behind airspeed loss due to wind shear TAILWIND? Usually we dont have a wind and airspeed relationship rather a wind and GROUNDspeed relationship... What am i missing here?
Tailwind diminishes indicated airspeed. Why? Because it’s in the same direction in which the aircraft moves. You want the air moving from the leading edge to the trailing edge of the wing, that’s how the wing produces lift.
There was a microburst while we were golfing. I recognized what was about to happen and ran ahead and inside. Everyone else got pelted by sand and God knows what else being blown around in sideways rain. 😂 Honestly was scary though. It felt like dream running.
I have a huge Q. How does the part of flying at stich shaker works nowadays with all the Flybywire not letting ''stall'' ther plane etc? Will it be a problem since, as I know (correct me if mistaken), the plane will push the elevator down to keep a lower angle of attack.
Talking about A320 as it is my type. The plane will push no elevator down - it will just gradually remove from you the authority to pull it up. The end result of this is that if you yank the stick back, you will ride just below the stall, so at max lift, and the plane will surgically avoid the possibility of stalling. If your engines are at max thrust, that is the recipe for getting all the possible energy out of the plane, as he explains towards the end of the video. This feature was created specifically with this in mind.
Everything he said is right, except one thing (hopefully the only thing wrong): At 13:35 he's saying that it's the wrong way to do by using aileron control to roll the plane back to horizontal after one wing's AoA (in this example the right one) goes past critical (resulting in a lift drop for that wing), because the flight spoilers will also momentarily reduce the lift on the other wing (this time the left wing) making your total altitude drop by some amount, but how much...? 20-30, let's say 50 feet mostly? He says that you should use the rudder to roll the plane back into horizontal flight as it will help you lose less altitude than if you'd be using ailerons...! But have you ever wondered how things actually work? How the airflow works around the wings at different alpha and beta (side slip angle)? One thing is very crucial to know..., if fighter pilots and aerobatic stunt pilots know this for sure, airline pilots have a MUST to know it too before listening to this man's suggestion, otherwise they will suicide themselves using the rudder in this kind of dangerous situation in which alpha and beta vary wildly (due to wind/airflow vectors changing quite rapidly on the aircraft). What aerobatic pilots know very well is that the higher and higher the angle of attack, the stronger and stronger the roll due to yaw becomes, but the lower and lower the roll and yaw stability becomes. Low roll/yaw stability are very useful (best ingredient) to stall the lagging wing and induce a spin (be it flat or simply a high alpha spin depending on CG). NEVER USE RUDDER AT CRITICAL AOA UNLESS YOU HAVE DONE IT 100 times before or know how the aircraft may respond, otherwise applying just rudder creates a pure yaw induced spin or at least have you dancing in yaw-roll oscillations. These are very heavy airplanes and the yawing moments of inertia are the greatest on all 3 axis (only the rolling inertial moment being the lowest) and from the time you applied rudder in order to roll the plane until the time when the plane actually starts to roll to the desired direction (because it initially rolls opposite as the vertical stab is above the CG, -laws of flight dynamics-) you could've already been half-way towards getting the plane back to horizontal if ailerons were used normally instead. And once the plane starts responding in roll it will do so with such great rolling acceleration that may almost certainly make you over correct and need to keep on countering the onsets of subsequent yaw induced rolls, thus making your job a hole lot worse. I totally agree with this man everywhere else, but not here! I doubt that he tested this into a realistic (NOT MSFS) simulator to see the results. I am convinced that even if you'd use rudder at critical AoA (where the maximum CL is attained) in a manner not to induce a spin, your roll rate will most likely be (or may not be depending on airplane design, dihedral and wing sweep) only slightly higher than when using full aileron and the altitude drop would be almost the same. Even if you'd lose 10-20 feet less (this is exaggerated anyway) using the rudder instead of ailerons, do you believe it worth getting into something (new for you as an airline pilot) that even professional stunt pilots struggle to do correctly on the edge of inducing a spin? It doesn't worth it. You only have one change to live, and you may risk it highly by using rudder exactly in that unforgiving situation. Here's a reference from the 737's flight manual regarding this situation: "Rudder control should not be used to help maintain wings level. A rudder input will cause yaw and the resultant roll due to yaw is undesirable." It is very hard to use rudders without throwing the plane into a spin or to start dancing in yaw and roll due to over corrections (that are nearly impossible to avoid if you want a decent roll rate just by rudder). It is 100% safe and more indicate to use the ailerons normally while using the rudder just to keep the ball near the middle on your slip indicator. Because the altitude loss is inevitable anyway once one wing lost lift, you can't put it back to horizontal without having to sacrifice a bit more altitude, so USE AILERONS with slight rudder (coordinated). X-Plane 10 or 11 could be a powerful tool for training in such scenarios bad weather scenarios or simply to see how the rudder induced rolls effects develop and how the plane responds. Rudder alone can easily kill you in an unpredictable wind situation.
Maverick Su-35S check the video about unusual attitude recovery, same AAMP series. He mentions spin entry with too aggressive rudder input. I don't think he would advocate overly aggressive rudder inputs under any circumstance. But it is definitely a concern. I imagine that he should know about acrobatic manuvers, considering that he was an USAF fighter pilot. Captain Warren Vanderburgh: www.legacy.com/obituaries/dfw/obituary.aspx?n=warren-vanderburgh-van&pid=182627598&referrer=0&preview=false
@@wenkeli1409 He does say "smoothly and not a great amount" when talking about Rudder use in this instance. Also this presentation shouldn't be taken as a holistic lecture on flying: he would assume the pilots have previous knowledge with which to temper his recommendations.
I would think, given the fact that he was a training captain at American Airlines AND would have access to full Level-D sims, he would have the chance to try out what he's teaching.
I have a question, when should you preform a go-around in windshear and or/ a mircroburst, is it if you are approaching VS0 and you are doing everything you can to maintain ILS. I'd imagine as an experienced pilot, you'd do it by feeling.
Yes, and we re-train on this at least once a year and in most cases twice a year in simulators, and recurrent ground school. They also hit it like a freight train for new hire pilots.
Correct but a lot of counterintuitive to basic training. these techniques are hard to impart but doable. The biggest problem is identifying cause (good luck) and picking the right technique to get out of trouble even though it's completely against what you would instinctively do.
that final crash.....you have your entire crew and the plane telling you to pull up. I'm not a pilot and I can't judge. all I can say is: it must have been hell to have so much stress that you're (assuming by the actions recorded) unable to process all that information, even when it's literally life or death. I mean, think about the one thing you do best.....now add people you respect, plus an automated voice all warning you that if you don't follow the right steps, you and others aren't going to survive more than a few minutes. Could you do whatever it is that you do best in this world....perfectly....under those conditions? I play bass the best (I play other instruments but bass playing is what I would bet my life on if needs be and the idea is horrific) but if people I trusted and cared for were screaming "play it perfectly or we all die" while my amp said "play perfectly. play perfectly. play perfectly "...... best case scenario: at least I died with people I cared about doing what I loved to do. The pressure of flying an airliner is insane. Add in weather and other unpredictable circumstances which are usually not your fault..... then multiple it by the number of souls on board (you plus one should be enough, but imagine flying a 747) ..... then divide it by the square of your skill plus your confidence.... then times it by zero and only factor in reality. That equates to 'one of the most underrated, taken for granted, insulted for no reason' jobs in the nation. ......and people act like they are obligated to act rude to airline employees. If you want to complain, drive to your destination and complain to the driver. otherwise, enjoy your flight..... with your opinions triple check before they are shared.
This is good, but there's something evangelical about the delivery that diminishes the permanence of the lessons. It's information overload. There needs to be a reconfiguration of the entire lesson priority, an objective assessment of the interface between the autonomous systems and the pilot.
Remember though that the audience are all experienced and current airline pilots. A lot of the information they likely would already be fluent in which would help them to digest salient facts from the bulk of information that otherwise would confuse those less familiar.
@@r1oot I suspect I had no clue what I was talking about when I made that original comment. My apologies. No time to rewatch at the moment, but likely I was just mindlessly ranting as one does on youtube at times.
![Digital Circus Episode 4 [TRAILER]](http://i.ytimg.com/vi/abZtsmMUbJo/mqdefault.jpg)
This is what natural, pure gold standard instructor talent looks like.
Please never take this videos down. This saves lives!
Rest In Peace, Van. Thanks for all the knowledge you passed along and the countless lives you potentially saved.
S
Thank you very much Van i am sure you were a very good pilot and good instructor! I hope i will meet you somewhere in heaven!!!
I'm not a pilot nor have I ever flown but I've always had an admiration for aviators and a fascination with flight in general. I like listening to this guy talk. Even without knowing much about the subject matter, it is apparent that this guy is an expert aviator and a very engaging instructor.
@preludepatrick are you planning on getting a pilot’s license? Sounds like you’re quite interested in the subject
If there Was an emergency, and they said, "One pilot had the fish. Can anyone fly this? " We are all set!
I’m not a pilot and I’ve never flown. I’ve always been an airplane enthusiast though. For some reason I keep coming back to these videos because captain Wanderburgh is just an amazing guy and has a charisma about him. Great video. RIP Captain
16:30 "at least you'd get there last"
Hearing a pilot talk so clearly about control surfaces effectiveness in large jets is so humbling... and funny.
I am not in the aviation industry but a mere aviation hobbyist. I found this lecture immensely informative and also learnt a thing or two about good presentation skills. Superb work!!!
This guy is a genius. Spread the knowledge to save lives. Epic.
That's exactly what I am doing, more people should do it though ☺️.
Sorry to hear about his passing: this guy was a legend. Top quality content:
I like how senior knowledgeable Americans talk & conduct them selves, very commanding, very few countries have men like this
This is a great video. Most of this stuff is timeless. Captain VanderBurgh made his lectures interesting, but yet you were able to learn lots. He'd share valuable information but then throw in a funny part. This is the way every teacher/instructor should teach.
As a PPL student I cannot thank you enough for this video! This was a top notch presentation!
Perhaps, but the principles are the same, and in that scenario, it's all you can do...
Love the no nonsense approach to the topic of AOA vs airspeed. Thanks to Juan Browne for sending me here. Great video!
Thank you for posting these videos from AAMP. As an Airline pilot I find them invaluable, and I am sharing them with as many of my coworkers as I can.
goons123flofy absolutely agree
+goons123flofy Absolutely, although airline pilots should be aware that the AAMP was listed as a contributing factor in the AA A300 crash in 2001, due to its over-emphasis on rudder use. Airbus and Boeing test pilots raised concerns with the AAMP's emphasis on rudder use at high alpha and unusual attitude recovery preceding the crash, and it was subsequently removed. So extract lessons from this, but perhaps with a pinch of salt at times...
+Ben Kolbeck
> AAMP's emphasis on rudder use
Airbus's lack of tactile feedback to the pilots (designed in!), silently quadrupling the rudder sensitivity on takeoff (on an angle-to-angle basis, even more sensitivity force-to-force), and failing to consider vertical stabilizer separation when designing the flight-envelope protection (while training pilots that "the flight envelope is protected, trust us") - those were all contributing factors that go uncorrected to this day.
Eustatian Wings Okay well 1) the A300 is not FBW and has no flight envelope protections. 2) The flight controls on the A300 have exactly the same level of feedback as any other large, conventional (i.e. fly by cable), transport. 3) Not only Airbus, but also Boeing raised concerns with AA over the AAMP, prior to the A300 crash, regarding what they saw as an overemphasis of rudder use that could lead to loss of control or structural damage.
Overall this programme is excellent, and the A300 obviously had flaws in terms of the rudder, but the AAMP *did* have an affect and it should not be consumed uncritically by today's pilots.
Shoot, you're right about the A300. I had a flawed understanding of its control system.
Looking at the link below, however, it appears that Airbus has designed it so that at higher airspeed *less force* is required for full deflection than would be required during a control check. Basically the computer makes the stops narrower but doesn't offer more resistance to the pilot even though the actuators are generating much more force.
lessonslearned.faa.gov/ll_main.cfm?TabID=3&LLID=35&LLTypeID=2
Even at that time, Airbus believed that springs are sufficient feedback and that control surface loading is not relevant to the feel of a hand-flown aircraft. I strenuously disagree.
Thank you for sharing this. As a pilot in training, this information is so valuable to me and could one day save my life and the life of others. This man is a legend.
Never been on a Plane, but this series is so fascinating.
This guy is amazing and I don’t fly. He has no-nonsense, authoritative highly competent, clear, and confident style of training.
This video needs to be played at every airline for every pilot.
This man is still an aeronautical blessing to aviation
I love to listen to this man! He had so much knowledge and shared it with us. Greetings from Germany :)
Every airline should have this guy come visit. Very very good!
I already liked the guy, but found out from his obituary that he flew the F-14 prior to his Airliner career and loved flying it. I respect this guy so much more. RIP Warren
That explains a lot. Flying fighters is one thing, but the F-14 in particular demands a pilot who knows how to fly airplanes. He'd know ALL about getting a wing drop and what happens when you try to solve that with spoilers. Best case, you fly inefficiently and get shot down. Worst case, you spin the airplane due to roll reversal, cannot recover, attempt to eject, canopy separation is inhibited by stagnant airflow, AND THEN you get shot down. They didn't make that up spin and canopy routine just for Top Gun - that was a real thing that happened. In a Hornet you can get away with being lazy on the rudders, or yanking absurd alpha onto the jet. With the Tomcat you could not. Former Hornet pilots drive civilian CFIs crazy trying to get them to use rudder in a Cessna; former Tomcat pilots became this guy.
This man has a talent as a teacher/leader!
He could tell me the most stupid thing and he will still have my full attention....that's how good he is!!
Warren WanderBurgh. What a great scholar.
As a helicopter pilot I’m even watching him- if this is your chief pilot he’s awesome !
Really good speaker/teacher
Gr8 video presentation. Very good question about fly by wire ac.
On A319 thrust to weight ratio is excellent and have tested in sim works out gr8. Don't know about the other aircrafts
This man was a legend.
These videos are great, even for non- pilots like me. However, for some reason the sound is exclusive to the right channel.
Thank you very much for uploading this video...! ;)
This was fascinating to a layman. Had to pause here and there to look up some of the terminology but besides that, great watch.
Thank you Captain VanderBurgh! I've always wondered what procedures pilots should follow to get out of this situation.
Great video, learned something new!
Great Teacher!!
Damn I miss guys like this. I don’t commonly run into these type anymore in the aviation industry.
At around 15:50 the instructor mentions how at AA they fly essentially "fixed stabilizer aircraft". That's not so since the 777, in which the control column commands both the elevators AND the stabilizer.
+jibeneyto You do know this could have been filmed before American Airlines got deliveries of its 777s?
+FLT111
Oh yes, for sure! I wasn't trying to discredit the instructor or anything. I'm just letting the viewer's know that modern FBW aircraft behave differently, i.e., the problem of "running out of elevator" has been solved :)
FLT111 Yes, this video was made couple of years prior to introduction of the 777 to the AA fleet.
That's not quite true, though. The stabiliser isn't directly linked to the stab trim but it isn't really commanded by the control column, either. The trim switches in the cockpit command a reference speed for the stabiliser, which for all intents and purposes feels like flying a traditional aircraft. It is practically fixed stabiliser.
That’s true...i have flown B737 then B767 and since 2 years ago B787...it is true what you say guys! Technology make improvements but basic pilot skills should be practiced and maintained all the time! Good works folks to all my collegues around the world!!!
Fly AOA, excellent advice, its what we military pilots are trained to do. Do your civil jets have AOA indications?
Not on the modern jets. Thanks for your question.
It's an option we could have but not automatic.
There isn’t it’s true but you can see it because it’s the difference between the airplane symbol and flight path vector on modern jets!
Can any of the pilots on here explain what the gentleman is referencing, rather light heartedly/to audience laughter, at roughly @33:00? The analog AOA in the black box? Couldn’t make sense of it. Thx!
Hello Drew, he states that the FDR has a channel for AoA. An important indicator when WS is encountered. BUT most comercial airplanes doesn't show us that information directly, in an analog manner. Just by PLI / Cl max / Speed tape / etc.
Yep, the AOA is recorded in the black box, but the pilots don't have an instrument to tell them what it is.
@@TheSimCaptain It's a company option,to have AOA in$talled or not.....
20:00 the bit that the Air France FO fell asleep through...
Great instructor.
Merceare 111 Why did you remove the wake turbulence part of this video?-- AA587
I know, just wanna see what he said to make the first officer react agreesively with the rudders
It is in the accident report, aggressive use of the rudder.
he didn't. he said slow and steady use of rudder. misplacing blame.
I am not a pilot and I don't intend to be one, but I am watching all your videos avidly.
Ditto. This is fascinating stuff.
Why did you remove the wake turbulence part of this video.
What a legend
What are the physics behind airspeed loss due to wind shear TAILWIND? Usually we dont have a wind and airspeed relationship rather a wind and GROUNDspeed relationship... What am i missing here?
Tailwind diminishes indicated airspeed. Why? Because it’s in the same direction in which the aircraft moves. You want the air moving from the leading edge to the trailing edge of the wing, that’s how the wing produces lift.
"Good stuff!"
This lecture is scaring me to death.
I'd listen to him if he was talking about aluminum siding.
Okay, so what if you hit the microburst at 200 Ft? Are you done for?
There was a microburst while we were golfing. I recognized what was about to happen and ran ahead and inside. Everyone else got pelted by sand and God knows what else being blown around in sideways rain. 😂 Honestly was scary though. It felt like dream running.
I have a huge Q. How does the part of flying at stich shaker works nowadays with all the Flybywire not letting ''stall'' ther plane etc? Will it be a problem since, as I know (correct me if mistaken), the plane will push the elevator down to keep a lower angle of attack.
Audio/visual alert - Master Caution light/Automated callout "Stall".
Talking about A320 as it is my type. The plane will push no elevator down - it will just gradually remove from you the authority to pull it up. The end result of this is that if you yank the stick back, you will ride just below the stall, so at max lift, and the plane will surgically avoid the possibility of stalling. If your engines are at max thrust, that is the recipe for getting all the possible energy out of the plane, as he explains towards the end of the video. This feature was created specifically with this in mind.
Good luck with that in a microburst
I think Boeing planes act differently from Airbus planes in this regard.
Everything he said is right, except one thing (hopefully the only thing wrong):
At 13:35 he's saying that it's the wrong way to do by using aileron control to roll the plane back to horizontal after one wing's AoA (in this example the right one) goes past critical (resulting in a lift drop for that wing), because the flight spoilers will also momentarily reduce the lift on the other wing (this time the left wing) making your total altitude drop by some amount, but how much...? 20-30, let's say 50 feet mostly?
He says that you should use the rudder to roll the plane back into horizontal flight as it will help you lose less altitude than if you'd be using ailerons...! But have you ever wondered how things actually work? How the airflow works around the wings at different alpha and beta (side slip angle)? One thing is very crucial to know..., if fighter pilots and aerobatic stunt pilots know this for sure, airline pilots have a MUST to know it too before listening to this man's suggestion, otherwise they will suicide themselves using the rudder in this kind of dangerous situation in which alpha and beta vary wildly (due to wind/airflow vectors changing quite rapidly on the aircraft). What aerobatic pilots know very well is that the higher and higher the angle of attack, the stronger and stronger the roll due to yaw becomes, but the lower and lower the roll and yaw stability becomes. Low roll/yaw stability are very useful (best ingredient) to stall the lagging wing and induce a spin (be it flat or simply a high alpha spin depending on CG). NEVER USE RUDDER AT CRITICAL AOA UNLESS YOU HAVE DONE IT 100 times before or know how the aircraft may respond, otherwise applying just rudder creates a pure yaw induced spin or at least have you dancing in yaw-roll oscillations. These are very heavy airplanes and the yawing moments of inertia are the greatest on all 3 axis (only the rolling inertial moment being the lowest) and from the time you applied rudder in order to roll the plane until the time when the plane actually starts to roll to the desired direction (because it initially rolls opposite as the vertical stab is above the CG, -laws of flight dynamics-) you could've already been half-way towards getting the plane back to horizontal if ailerons were used normally instead. And once the plane starts responding in roll it will do so with such great rolling acceleration that may almost certainly make you over correct and need to keep on countering the onsets of subsequent yaw induced rolls, thus making your job a hole lot worse.
I totally agree with this man everywhere else, but not here! I doubt that he tested this into a realistic (NOT MSFS) simulator to see the results. I am convinced that even if you'd use rudder at critical AoA (where the maximum CL is attained) in a manner not to induce a spin, your roll rate will most likely be (or may not be depending on airplane design, dihedral and wing sweep) only slightly higher than when using full aileron and the altitude drop would be almost the same. Even if you'd lose 10-20 feet less (this is exaggerated anyway) using the rudder instead of ailerons, do you believe it worth getting into something (new for you as an airline pilot) that even professional stunt pilots struggle to do correctly on the edge of inducing a spin? It doesn't worth it. You only have one change to live, and you may risk it highly by using rudder exactly in that unforgiving situation.
Here's a reference from the 737's flight manual regarding this situation:
"Rudder control should not be used to help maintain wings level. A rudder
input will cause yaw and the resultant roll due to yaw is undesirable."
It is very hard to use rudders without throwing the plane into a spin or to start dancing in yaw and roll due to over corrections (that are nearly impossible to avoid if you want a decent roll rate just by rudder).
It is 100% safe and more indicate to use the ailerons normally while using the rudder just to keep the ball near the middle on your slip indicator. Because the altitude loss is inevitable anyway once one wing lost lift, you can't put it back to horizontal without having to sacrifice a bit more altitude, so USE AILERONS with slight rudder (coordinated).
X-Plane 10 or 11 could be a powerful tool for training in such scenarios bad weather scenarios or simply to see how the rudder induced rolls effects develop and how the plane responds.
Rudder alone can easily kill you in an unpredictable wind situation.
Maverick Su-35S check the video about unusual attitude recovery, same AAMP series. He mentions spin entry with too aggressive rudder input. I don't think he would advocate overly aggressive rudder inputs under any circumstance. But it is definitely a concern.
I imagine that he should know about acrobatic manuvers, considering that he was an USAF fighter pilot. Captain Warren Vanderburgh:
www.legacy.com/obituaries/dfw/obituary.aspx?n=warren-vanderburgh-van&pid=182627598&referrer=0&preview=false
@@wenkeli1409 He does say "smoothly and not a great amount" when talking about Rudder use in this instance. Also this presentation shouldn't be taken as a holistic lecture on flying: he would assume the pilots have previous knowledge with which to temper his recommendations.
I would think, given the fact that he was a training captain at American Airlines AND would have access to full Level-D sims, he would have the chance to try out what he's teaching.
I have a question, when should you preform a go-around in windshear and or/ a mircroburst, is it if you are approaching VS0 and you are doing everything you can to maintain ILS. I'd imagine as an experienced pilot, you'd do it by feeling.
Instant speed up - as signal microburst entry. Then disconnect AP, AT and make GA.
Delta 191 is the crash at the end.
OK, cool.. my concern is, did EVERY COMMERCIAL AIRLINE PILOT IN THE WORLD get this memo?
+luishomeroremohsiul Yes. I'm a PPL now and I got the memo before my first solo at 16.
Yes, and we re-train on this at least once a year and in most cases twice a year in simulators, and recurrent ground school. They also hit it like a freight train for new hire pilots.
@@byronhenry6518 excellent.
Correct but a lot of counterintuitive to basic training. these techniques are hard to impart but doable. The biggest problem is identifying cause (good luck) and picking the right technique to get out of trouble even though it's completely against what you would instinctively do.
The preventative measures about increasing velocity in the first place might be the easiest to implement.
that final crash.....you have your entire crew and the plane telling you to pull up. I'm not a pilot and I can't judge. all I can say is: it must have been hell to have so much stress that you're (assuming by the actions recorded) unable to process all that information, even when it's literally life or death. I mean, think about the one thing you do best.....now add people you respect, plus an automated voice all warning you that if you don't follow the right steps, you and others aren't going to survive more than a few minutes. Could you do whatever it is that you do best in this world....perfectly....under those conditions?
I play bass the best (I play other instruments but bass playing is what I would bet my life on if needs be and the idea is horrific) but if people I trusted and cared for were screaming "play it perfectly or we all die" while my amp said "play perfectly. play perfectly. play perfectly "...... best case scenario: at least I died with people I cared about doing what I loved to do.
The pressure of flying an airliner is insane. Add in weather and other unpredictable circumstances which are usually not your fault..... then multiple it by the number of souls on board (you plus one should be enough, but imagine flying a 747) ..... then divide it by the square of your skill plus your confidence.... then times it by zero and only factor in reality. That equates to 'one of the most underrated, taken for granted, insulted for no reason' jobs in the nation.
......and people act like they are obligated to act rude to airline employees. If you want to complain, drive to your destination and complain to the driver. otherwise, enjoy your flight..... with your opinions triple check before they are shared.
Not necessarily Pull Up, but throttle WAY up. WAY up.
@@vtwinbreed Thank you for the correction! I mean that honestly, it's important and you're absolutely correct!
@@r1oot 👍 true.... sad, but so true!
Good video, but terrible audio. My right ear hurts while my left ear tells me I'm deaf.
We know! An enhanced version is in the making.
Don't forget mate the initial version was released more than a decade ago.
Ool
No audio???
five minutes into the lecture and that pilot at 5:48 is gone!
No sound?? Too bad
AA flight 587
????
This is good, but there's something evangelical about the delivery that diminishes the permanence of the lessons. It's information overload. There needs to be a reconfiguration of the entire lesson priority, an objective assessment of the interface between the autonomous systems and the pilot.
Remember though that the audience are all experienced and current airline pilots. A lot of the information they likely would already be fluent in which would help them to digest salient facts from the bulk of information that otherwise would confuse those less familiar.
You may be overloaded....
👍
@@r1oot I suspect I had no clue what I was talking about when I made that original comment. My apologies. No time to rewatch at the moment, but likely I was just mindlessly ranting as one does on youtube at times.