After just completing UPRT training, I can hopefully give some insight into the technicalities of what happened here. Obviously, you stalled, but when you initiated a bank to the right, we can see that the plane actually rolled left. This is due to negative roll damping. Firstly, a stall is simply the wing surpassing the critical angle of attack. In the normal regime of flight, increasing angle of attack produces more lift. This is how flaps and ailerons work, by changing the shape of the airfoil to a shape that raises (or lowers in the case of the up aileron) its AoA. It is important to know that once you have surpassed the critical AoA, adding more AoA produces less lift, not more. If we want to initiate a roll to the right in normal flight, we raise the right aileron and lower the left one. This causes the plane to roll to the right because we have raised the angle of attack on the left wing, thus producing more lift, and lowered the AoA on the right one. However, once we have broken the critical angle of attack (a stall), as you did, rolling works backwards. This is because when the left aileron was lowered to raise the angle of attack, it doesn't produce more lift, it actually produces less. So after the stall and the negative roll damping, what could be done to recover from this situation? They teach airline pilots something called UPRT. Upset, Push, Roll, Thrust - Upset- recognize the stall. There are 4 characteristics of a stall; buffeting, lack of pitch authority, lack of roll control, and inability to arrest descent rate. Once any of these are detected, the UPRT technique should be initiated. Push- manage angle of attack and unload the plane (break the stall). We push forward on the control column (aiming for around 0.5G) to lessen our AoA and return to the normal side of the lift curve. The push step also has the added benefit of physically making the plane lighter. We know that for a plane to maintain level flight, the wings must produce enough lift to counteract the force of gravity. But when we unload the plane to 0.5g, not as much lift is required, causing the stall speed to actually go down. Let's say a hypothetical plane has a stall speed of 100 knots in level flight (1G.) At 2G, the stall speed would be 141 knots, but at 0.5G the stall speed is only 71 knots. Roll- manage lift vectors. If we are 90 degrees of bank, pulling back on the elevator won't return us to level, instead it will initiate a spiraling dive. We need to roll wings level before starting our stabilization. Bonus tip: in this situation of nose low, high angle of bank stall, we can do the roll step while still pushing forwards on the elevator. This is because the ailerons are more effective when unloaded. Thrust- manage our energy. Finally, we need to assess our energy needs. Generally, if we are stalled nose-high we add thrust, and nose low we take thrust back to try to avoid the overspeed. Stabilize- once all steps are complete, return the plane back to level flight while gently bringing power back in as needed. I hope this helped explain the forces at work and the actions to take if you ever find yourself in this situation again! Let me know if you have any questions. Sidenote: Another guy's comment on this video was to add flaps if you are in a stall. This is incorrect. While flaps do lower your stall speed, if you are already stalled, adding flaps is not a great idea. Remember, a stall means you have surpassed the critical AoA, and to break a stall you must lower your angle of attack. What do flaps do? They change the shape of the wing to raise the angle of attack. Definitely not what you want when you are already stalled.
Honestly the distortion is way harsher than it should be sometimes especially if someone has a loud microphone. sometimes it sounds really nice and well done but when some people speak after some time listening it makes my ears hurt. Also if your trying to depart from an airport that has only top down center control or are picking up IFR at an uncontrolled airport with a center that is busy disabling the effects and distortion allows you to hear *everyone* that the controller can hear (aircraft on the ground at other airports or aircraft outside of your normal radio range) this makes it a ton easier to not step and block other transmissions you might not normally hear. Disabling it just makes flying easier when youre being controlled top-down.
Hello, I have been flying the Boeing 747 for quite a bit (in the msfs2020) startup felt kinda rushed, you could have turned the ext pwr first, the transponder could have been set to TA, and LNAV and VNAV should have been on before takeoff, same thing on the autothrust (because of you don’t activate the autothrust before takeoff, it’s easy to overspeed), and you should let the autopilot manage the speed for you by activating VNAV, Im not an expert with Gforce, but I think that the combination of: Not activating LNAV(follows fpln) AND VNAV(manages altitude and speed) and not activating the autothrust before takeoff, made it easier for the plane to crash,also activate LNAV AND VNAV, even when you are on the approach, because flying the aircraft with the autopilot’s heading is a nightmare, I don’t want to be a nerd, I just want to teach you something, and sorry if my English is bad, (I’m using my own knowledge here) if you want more explanations, just tell me, last thing, sorry I’m editing my comment constantly but I always wanna include every detail, bye!
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After just completing UPRT training, I can hopefully give some insight into the technicalities of what happened here. Obviously, you stalled, but when you initiated a bank to the right, we can see that the plane actually rolled left. This is due to negative roll damping.
Firstly, a stall is simply the wing surpassing the critical angle of attack. In the normal regime of flight, increasing angle of attack produces more lift. This is how flaps and ailerons work, by changing the shape of the airfoil to a shape that raises (or lowers in the case of the up aileron) its AoA. It is important to know that once you have surpassed the critical AoA, adding more AoA produces less lift, not more.
If we want to initiate a roll to the right in normal flight, we raise the right aileron and lower the left one. This causes the plane to roll to the right because we have raised the angle of attack on the left wing, thus producing more lift, and lowered the AoA on the right one. However, once we have broken the critical angle of attack (a stall), as you did, rolling works backwards. This is because when the left aileron was lowered to raise the angle of attack, it doesn't produce more lift, it actually produces less.
So after the stall and the negative roll damping, what could be done to recover from this situation? They teach airline pilots something called UPRT. Upset, Push, Roll, Thrust -
Upset- recognize the stall. There are 4 characteristics of a stall; buffeting, lack of pitch authority, lack of roll control, and inability to arrest descent rate. Once any of these are detected, the UPRT technique should be initiated.
Push- manage angle of attack and unload the plane (break the stall). We push forward on the control column (aiming for around 0.5G) to lessen our AoA and return to the normal side of the lift curve. The push step also has the added benefit of physically making the plane lighter. We know that for a plane to maintain level flight, the wings must produce enough lift to counteract the force of gravity. But when we unload the plane to 0.5g, not as much lift is required, causing the stall speed to actually go down. Let's say a hypothetical plane has a stall speed of 100 knots in level flight (1G.) At 2G, the stall speed would be 141 knots, but at 0.5G the stall speed is only 71 knots.
Roll- manage lift vectors. If we are 90 degrees of bank, pulling back on the elevator won't return us to level, instead it will initiate a spiraling dive. We need to roll wings level before starting our stabilization. Bonus tip: in this situation of nose low, high angle of bank stall, we can do the roll step while still pushing forwards on the elevator. This is because the ailerons are more effective when unloaded.
Thrust- manage our energy. Finally, we need to assess our energy needs. Generally, if we are stalled nose-high we add thrust, and nose low we take thrust back to try to avoid the overspeed.
Stabilize- once all steps are complete, return the plane back to level flight while gently bringing power back in as needed.
I hope this helped explain the forces at work and the actions to take if you ever find yourself in this situation again! Let me know if you have any questions.
Sidenote: Another guy's comment on this video was to add flaps if you are in a stall. This is incorrect. While flaps do lower your stall speed, if you are already stalled, adding flaps is not a great idea. Remember, a stall means you have surpassed the critical AoA, and to break a stall you must lower your angle of attack. What do flaps do? They change the shape of the wing to raise the angle of attack. Definitely not what you want when you are already stalled.
Thanks, very informative
This was very interesting to read thank you!!!
Loved it. Thanks so much for this
The bigger crime here is switching off the radio distortion on the VATSIM pilot client. ;)
😂
Honestly the distortion is way harsher than it should be sometimes especially if someone has a loud microphone. sometimes it sounds really nice and well done but when some people speak after some time listening it makes my ears hurt.
Also if your trying to depart from an airport that has only top down center control or are picking up IFR at an uncontrolled airport with a center that is busy disabling the effects and distortion allows you to hear *everyone* that the controller can hear (aircraft on the ground at other airports or aircraft outside of your normal radio range) this makes it a ton easier to not step and block other transmissions you might not normally hear.
Disabling it just makes flying easier when youre being controlled top-down.
4:38 famous last words 😂
Hello, I have been flying the Boeing 747 for quite a bit (in the msfs2020) startup felt kinda rushed, you could have turned the ext pwr first, the transponder could have been set to TA, and LNAV and VNAV should have been on before takeoff, same thing on the autothrust (because of you don’t activate the autothrust before takeoff, it’s easy to overspeed), and you should let the autopilot manage the speed for you by activating VNAV, Im not an expert with Gforce, but I think that the combination of: Not activating LNAV(follows fpln) AND VNAV(manages altitude and speed) and not activating the autothrust before takeoff, made it easier for the plane to crash,also activate LNAV AND VNAV, even when you are on the approach, because flying the aircraft with the autopilot’s heading is a nightmare, I don’t want to be a nerd, I just want to teach you something, and sorry if my English is bad, (I’m using my own knowledge here) if you want more explanations, just tell me, last thing, sorry I’m editing my comment constantly but I always wanna include every detail, bye!
I love this! Thank you for your suggestions! I will make sure to follow them next time I record with the 747 ;)
Stall speed increases with higher load factors, could help explain the stall clear of stall speed.
So creepy without the distortion.
Not trying to be nerd but when you are stalling get your flaps to full and disable auto throttle D:
@@SomeOne-of7nd and you are 100% correct, it was a stall but no alarms D:
Also not trying to be a nerd, but you should read my comment explaining why adding flaps in a stall is not a good idea.
I'm very glad you're not a pilot. Adding flaps will never unstall a wing
@@itmegogg it works in msfs.
Which 747 is this? is it the salty or the asobo?
Salty 747
@@PilotSimHQ FYI, Salty sim 747 is considered abandonware and currently the asobo default one is better in handling, and physics.
@@vixenalTrue, but no 8F variant with Asobo.