Principles #5 - Upright Spin Recovery
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- Опубликовано: 18 окт 2024
- This lesson teaches you spin recovery technique in upright spins. It also gives an example of how secondary spins can occur.
Clickable annotations are available which allow you to either watch what you want or replay a section in the video.
Comments and feedback are always welcome, so if this video helped you hit the like button and let me know in the comments below. Cheers!
This is more or less what I worked out on my own in my time playing vidjya games. Glad to know that I wasn't completely wrong.
Great videos! I like them all. Great expertise. Makes me wanna fly a few rounds again as well. :)
One thing a student might be surprised about is how much he has to push the stick foreward to regain a sustainable airspeed before you can pull the nose back up into a stable attitude. The instinct of an unexperienced pilot(student) - or simulation gamer - would probably tell him to pull up immediately, since the nose is already pointing all the way down. But that's just not working and even worsening the situation, because although your descent rate is tremendously increasing (not as high as in a controlled dive) your airflow is not and you however fall like a brick. It nonetheless means he's still too slow - despite the high descent rate there's yet not enough airflow and it's still a partial stall. A fully developed spin with a stable airspeed doesn't change this fact..
What would we instinctly do when we stall? Most likely push instead of pulling even further. Same goes for the recovery from a spin. And there's another paradox to remember: to regain a sustainable airflow you have to idle the throttle. Idle the throttle and push, no matter if it looks like mother earth slaps you right in the face at any given moment.
When we had to practise that in our training, I was surprised how hard you gotta push the stick before the elevators react effectively again (depending on the aircraft and the type of spin). Since simulation gamers ususally don't have a force feedback like real pilots have, it's even harder to know which rudder to push (push the pedal that's hardest to push? How'd you know which one it is?) or where to move the stick. And when you can't feel it you're limited to only memorise the theoretical procedures and apply it correspondingly, which, in contrast to civil planes, don't even work in most modern military fighters, where not opposite rudder is applied but instead _'a stick input into the spin'_ for full roll control in the direction of the spin. But that's a whole new ball game. And might explain why armchair-pilots can still fail to recover a spinning fighter jet (due to its different geometry) in spite of what they'd initially practised with e.g. single-engine piston planes.
To cut a long story short, all I wanted to stress out is: when you've pushed and held your rudder to end the yaw and are leveled again also push and never pull the stick until you regained a proper airspeed, although it might look like the very wrong input direction when the nose is already pointing all the way down. Trying to pull up during a spin (actually during a stall situation) is the most common mistake why the recovery might haven't worked on time, especially at low altitude.
Thanks for the extra input Andy, very much appreciated!
Another great tutorial. Really helps show the quality of the FM too.
Looking forward to next week! Flats have always been a little bit of a mystery to me.
Yeah it's good fun spinning in BoS. With practice you really get a feel for it and negate a spin pretty quickly. You may be disappointed, but next week's video doesn't cover flat spins although it does look at aileron usage. I can always make a video covering flat spins later.
For now, just stand on your head to know next week's spin video :-)
Oops! I've never been any good at guessing games. ;)
Still, looking forward to next week.
This reminds me of the Air Ministry Pilot's Notes for the Spitfire mk II; "Spinning the aircraft is strictly forbidden." ;o) These videos are fantastic!
Thanks Harry, glad you're enjoying them! :-)
Again. . .excellent. But that has already been said. Recently have cratered a couple of Sturmoviks trying to evade BF-109s. Probably too low to recover, but I hope this lesson will help me in the future.
Don't sweat it about the IL-2. It's pretty difficult to avoid 109s in that thing due to the poor visibility and sluggish handling. Any time I get a kill of a 109 in MP using an IL-2 it's usually when they overshoot on their initial pass and try to climb up. They may be fast but they aren't fast enough to outrun cannon fire!
Watched in full.
Hope you enjoed this one and the inverted one, the inverted recovery can be a little tricky if you get stuck. I've had it happen to me in the Spitfire a few times.
@@RequiemsACTL current life goal a PC powerful enough to play IL-2. Will watch in full your instructions series. Thanks for your time & effort on this channel!
Again...excelent!!
Glad you liked it. Cheers! :-)
If only maverick had watched this video...
Thanks!
Ive been trying to recover all fn day, i fn swear 9hours straight in the sim using this video. Climb to 3000meters, induce stall with slow spin...no matter what i do no recovery possible, the only time i managed to pull it off i was too close to ground and still crashed. What the f......
Note i am using il2 1946, my potato pc wont run any newer games... Is it because of flight models or what
Well the FMs wouldn't be as good in 1946, but if you're in an airplane that struggles with spin recovery try adding aileron INTO the spin. So if you're spinning left add left aileron in addition to try and help you get out of it. It will also help lower the nose too. If you apply aileron AWAY from the spin it will make the spin flatter
@@RequiemsACTL oh damn.you're right, it works, i guess but it is still far from being good .. but now i know why it doesnt work well...see i have all 3 axis on the joystick, i have to twist it left or right for rudder, trying to go full left rudder with right aileron while pushing full forward is too weird of a move to make it right..
And i have a lot of trouble to coordinate my flight maneuvers,..
Glad my bday is in 2 weeks, gonna ask for real pedals.
Altitude is a critical currency, it seems.
And Murphy's law says you'll need 100 extra feet to recover than the altitude you start spinning at :-P
This is a very irresponsible video. Spin behaviour is different in all situations. Aircraft type, entry speed and CG position are the most usual significant differences. Teaching rote techniques is just plane(!) wrong.