Spiral Divergence Exercise Demo- How to do it!
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- เผยแพร่เมื่อ 13 มิ.ย. 2024
- Spiral Divergence Exercise Demo
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FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!
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0417
My experience thermaling some gliders is that at steep banks (say 60) you counter the roll instability with high side rudder. It amazed me at the amount of cross controlling I would have to do. It varies a lot with bank angle.
man your channel really is a goldmine for information about how to become a better pilot. You analysed the accident, told how to avoid it and also actually showed it for everyone to see. I am private pilot based in germany and i regulary do sailplane tows at my local club where you also dive and bank to get down quickly and honestly its stuff like this you are only going to get, when you with an instructor do more than just the standard airwork stuff. Everyone should at least somewhat regularly do UPRT exercises with an instructor, i know i have benefitted a lot from it and it really helps your skills and also feel more comfortable just flying the aircraft and being able to handle these situations.
Really great demo. Any high performance pilot watching this just got safer.
A Cessna will absolutely do the same thing.
Strong work Scott, keep it up.
Scott without doubt you are a great contributor and very professional in the field of aviation to save lives. I am sorry to see some people apparently are out there disparaging you and Juan Brown. You guys keep it accurate and informative and real. It's sad with the death, destruction and tears in GA in recent years anyone would attack fine men like you and Juan. You have your several callings and missions but they are at the end for the same purpose.
I hope both you and Juan keep up this valuable work. No banjos or useless chatter, or goofy visual aids just a strong powerful message,
Be encouraged you as well as Juan are providing a valuable service for all of of us that love planes and flying.
You just disparaged the person who you criticized for disparaging others... sheesh!
Thanks!
@@michaelspunich7273I also wonder, why people _must_ always bring up Brown. Some folks like his content, others (like me) really don't.
Let's just leave it at that.
@@daszieher I hear you! Brown is not focused on safety... he just explains how some things happen. And that's fine. I still watch him. But, if I want to become a better pilot, Gryder is the one to watch. And with Scott doing videos like this, I will continue watching him too.
What’s wrong with a banjo?
Good lesson, Gunny. I have to cover the wings level before pull up when teaching the energy management turn to prevent graveyard spiral. Based on Wolfgang's Law of the Roller Coaster and dynamic neutral stability, the airplane will return to trimmed pitch attitude hands off from over trim pitch up to slower than trim or over trim pitch down to faster than trim If the Wing is Leveled First. The advantage I have with the energy management turn is that we pitch up wings level until really slow for very steep banked turns or until just some less than trimmed cruise for shallow or medium banked turns. As soon as we bank, we release all back pressure for a 1 g turn at any bank angle. Yes, the nose will tuck down too much trying to return to cruise quickly so we can take a bit of the tuck out without causing more than 1.5 g or so as we are very slow at first. This pitch up comes from my Hunter Killer work with the Cobra. We circled the loach (low bird or scout) very tightly and pitched up at 40 knots and 22 pounds of torque at 1200' AGL. So a slow start without much pitch up for a fast roll in when the scout gets shot at and throws a red smoke to mark the target. Also in crop dusting we have the extra energy of full power level in low ground effect to start the law of the roller coaster and we have the advantage of being wings level and slow at the top of the maneuver. I expect you preferred to pitch up to start your energy management turn in the F-15 so as to have more time on target in the pitched down (pipper on target) portion.
I have no big concerns, so long as done properly, in slow dirty airplanes. But the larger, more powerful, airplanes like 180s and Bonanzas do get fast quick and have less time on target (not necessary in just making a canyon turnback or such.) And it is hard on heavier airplanes I think. Because of our type of work with many, many gun runs per mission, we changed rotor heads in the Cobra very often. Sometimes we just made the turn to an unknown target to get the more rapid whap whap from the 540 rotor head to keep Charlie's head down. I had a Commercial in airplanes before the Army so I wasn't as rough as some of my troop mates in the Cobra.
Anyway, thanks for the demonstration. Speed has always scared me a bit, also complex airplanes (KISS). That is why I emphasize that crop dusting is not aerobatics, even though some see it that way. Ag is not looking for the razor's edge, it is using energy management to avoid the razor's edge at 200' in the Pawnee or even 400' in the Air Tractor.
Thanks Jimmy!
Thanks for sharing your experience!
Thanks Scott another fine lesson! Next time I fly will give it a try.❤🇺🇸😀👍
That tape is moving fast. Nice camera angles. For my nickel in the grass your the best Scott!
G'day Scott!
Great stuff mate..., beautifully illustrated - even if it did appear to frighten that Right Thumb into wanting to be recovering earlier than selected (!).
And, what a blueBlueBLUE
Sky you do have in the Video, too !
I love making Videos under a pure Blue Dome like that...
In the past fortnight I've captured & posted 2 Blue Sky Electric Motorcycling Videos, one at Midday on the Highway with a Skybridge & Stone Sundial Calendar included, and the other on rural back-roads, half done on dirt, late in the afternoon when the Light is coming in
Golden and almost horizontal.
Magic for cinematography.
Rather cold on a Motorbike though - but happily my
Evil Knevil Suit's Windproof Trousers (made to enable one skate along on one's bum, after falling off, without getting grated away by the Gravel-Rash !) have finally arrived...
1,138 Km on the L-Plates, in 2 & a half months..., averaging 38 Km/hr that's almost 30 hours ; and it's not anywhere near as scary as it was in the beginning (!).
Orthopaedic Nursing left me unwilling to ride Motorbikes for 45 years...; but Buggar it, Metastatic Tonsil Cancer didn't kill me, 2 years ago, so why not enjoy an Electric Motorbike, on L-Plates, at 63 ?
I seem to be
Not as wary as I
Used to be,
For some reason...
Such is life,
Have a good one...
Stay safe.
;-p
Ciao !
You’re a brave man! And a great CFI.
My butt muscles grabbed my seat cushion just watching!
Nice demo Scott! In the 47WT accident this pilot was most probably experiencing extra wing loading from some small convective shower activity that was developing. A predictable outcome when you add in the overspeed and spiral divergence scenario.
nice demo. it really helped show the effect and correct response.
Thanks Scott for the demo , this maneuver needs to be demonstrated more often in recurrent reviews . Mike from AZ
Sure wish you were one of my instructors way back🤔....... even today I'd still love to be in the left seat while doing these .😁👍👍👍
Dan Gryder said and posted on many videos last year TO NEVER TURN OVER 30 DEGREES OF BANK UNDER 2,500 agl on any maneuver. Really ? You will get into the clouds if you as VFR only pilot spiral down between clouds and there is no room for a wider than 45 degree bank- 30 bank turn. You will get into the cloud banking 30 and descending IFR now, possibly with turbulence in cloud too .. And die by LOC or inflight break off due that stupid advise from Dan Gryder. We had an unusual amount of descending Inflight breaks off and LOC lately. That was VERY BAD Advise.
Thank you Scott for the advanced levels of knowledge and understanding you provide in your analysis and demonstrations. You provide the why that should be taught with don’t do that. Greatly appreciate your insights and channel.
Thank you for a great demonstration and educational video!
Excellent demo. So the likely issue with N47WT was lack of currency in IMC, and not understanding what was happening with only instruments going wild as yours did. Thus a paniced control input and kablammo, you've disintegrated the airframe. Lesson is not only to practice spiral divergence/recovery, but to drill into one's brain that getting into the yellow/red, you must be VERY gentle on the yoke/pitch?
Exactly so.
Great video! As part of the PPL in Canada we have to demonstrate the ability to recover from a spiral (instructor must initiate it) along with spins (student demonstrates both entry and recovery). I see the benefit of knowing what that actually looks and feels like.
There we go!
Outstanding!
❤❤❤❤❤!!!
I think this pitfall may be absent or less in a tailless airplane with spoilerons and no canards. Also in aircraft not rigged for any stability. It seems to be an ironic artifact of the conventional way tails seek stability. It wasn't taught to me in flying lessons or ground school. We did do spin training.
I would say that few address this issue.
EXCELLENT DEMO. Thanks!!
Thanks 4 sharing ur experience. Live 2 learn
Wow. 2G is not much in the pants when you compare it to that sight picture. Great demo Scott! It is greatly appreciated
Overspending + Gs can lead to RUD (Rapid Unscheduled Disassembly). Modern airliners tell on the pilot via telemetry if overspeed is detected.
Hey Scott, just wondering why you're not talking about pulling back the throttle on the recovery for this manoeuvre?
Don’t have to. Want to climb right away…. But control it. This is not a precursor to a spin.
Really great content. How do I sign up for your UPRT course?
Well you probably had audio issues, but its nice to hear no music, and the sounds of the engine, and the wind, every clew? clue? tells us something about what are/our plane is doing...can you tell I got educated in CA :)
Wow, the nose really drops off the table quickly when it digs in
Mr Perdue, I love your videos. I noticed what looks like an intention tremor in your right hand. Sorry, my Dr hat kicked in. Just making you aware in case you had never noticed it before. Best!
I noticed too because I have the same problem! Here in the UK mine is kept in check with beta blockers.
That’s why I don’t do selfies.
G'day,
Australian Time-expired RGN here...; yeah, I spotted that too.
Commencing at the thumb, spreading to the index & middle finger ; and tucking the thumb under the Palm to control the tremor.
Observation corroborated.
Now, someone with much more knowledge than me might be able to say WHYFORE thus be such...; but Nurses are taught not to speculate too knowingly, because Differential Diagnosis isn't a big part of our Curriculum.
But they did teach us to notice and report & record such things ; the better that a following Diagnostician may have a swag of Datapoints to consider, rather than a one-time appraisal...
I might even have spotted that wobbly thumb, and said something, without your tip-off...
Could we be seeing visible indication of the
Cognitive dissonance between having decided to put a Bonanza into a Spiral Dive to illustrate how far matters become Pear-shaped and how fast they go awry..., for the Camera - thus intentionally leaving the Controls untouched ; and decades of
Conditioned Responses prompting the Motor-Cortex to co-ordinate the muscular activity required to
Close the Air-Gap...,
Take hold of the Controls, and set the Aeroplane back up to be tracking within Safe Limits...
All while stoically watching and waiting to be ready to
Effect a Self-Rescue at or slightly before 3 G's ; because somewhere up above or around 4.whatever-ish then the wings & Tail
Will compete to fail...,
FIRSTIES (!) ?
Unless one is Left-handed then the Right Thumb has more of their Motor-Cortex controlling it's movement than any other
Digit, Limb, or part thereof...
If ever an Autonomic Survival Response was likely to want to
Rise up and argue against the Frontal Cortex's intellectualised calculation that holding one's Hands
CLOSE - so as to be ready to
Take Control - while awaiting the desired Instrument Indication (of how close to being dangerous the Demonstration involves becoming...), then a situation like this one (while the Parachute was still in the locker in the Hangar on the ground....) would appear to be one where a well-educated and practiced clump of
Thumb-control
Synapses could be forgiven for
Anticipating the expected
Greenlight to go into their practiced Recovery Routine, after the
ORDERS received to,
"Wait for it, wait for it...., WAIT FOR IT...;
Don't Anticipate the Order...
WAIT For it...;
OK, nowNowNOW
Go for it RIGHT NOW !
And get it RIGHT, because the
Parachute is still in the
Hangar...."
Thumbs be not quite as
Silly as
They look, y' know....
The way Scott's
Thumbs have come
To live so long,
May well have involved
Subconscious deliberate
Pre-positioning -
The better to get
The Right Stuff
Done
Right, within the
Right
Time-Constraints....(?) !
But if a Thumb goes all
Bolshie while reaching for the Pen to write a Cheque...; then that's probably something else
Entirely - no matter how painful spending the money may appear to feel.
It's complicated.
Such is life...
Have a good one...
Stay safe.
;-p
Ciao !
@@FlyWirescottperdue love it! Keep Rockin Man!!!
Awesome video Scott. Thanks you for sharing your experience and wisdom.
How many G’s are experienced in turbulence? When should pilots slow to maneuvering speed?
Typical moderate turbulence I’ve seen in a GA airplane is about 2g. I have seen 4g in mountains.
Scott, has anyone ever used an intensional spin to dump a lot of altitude in order to land without using a lot of time and fuel?
When pilots first encountered the spin, they called it Parke’s Dive after the first pilot to survive the event. Once it became well known pilots used it to descend through a solid cloud deck before there were Blind Flying instruments.
Hi Scott, should you roll and pull at same time or unload first , then roll , then pull? I thought that having g’s in both roll and pitch axis is more harmful.
One thing at a time.
I'd practice this myself but I don't want to die. I'll just not let it happen in the first place.
Scary exercise. I've never practiced spiral recovery and don't want to, but probably should.
Only practice that in an aerobatic airplane like a Pitts or Extra and at high altitude. Then it's fun.
Dan Gryder said and posted on many videos last year TO NEVER TURN OVER 30 DEGREES OF BANK UNDER 2,500 agl on any maneuver. Really ? You will get into the clouds if you as VFR only pilot spiral down between clouds and there is no room for a wider than 45 degree bank- 30 bank turn. You will get into the cloud banking 30 and descending IFR now, possibly with turbulence in cloud too .. And die by LOC or inflight break off due that stupid advise from Dan Gryder. We had an unusual amount of descending Inflight breaks off and LOC lately. That was VERY BAD Advise.
@@pittss2c601 Yeah, my plane is in the "utility" category within certain weight limits. I'd need to check back on what the performance limits are before even thinking about trying this exercise.
I flew a Bonanza 36 for about 500 hours, and it definitely would do as you showed. One question I have is, in the normal course of flying, why would a pilot remove their hand from the control wheel (unless on autopilot of course) and allow this scenario to happen accidentally?
Removing the hand from to wheel is just for demo purposes. The spiral develops insidiously when you think you’re flying.
@@FlyWirescottperdue If you're actually flying and paying attention, how does the spiral develop?
Malcom
It happens when the pilot is distracted by other things and is not paying enough attention to keeping the wings level.
@@FlyWirescottperdue Got it. That beings to mind the old wing-leveler system that was standard equipment in Mooneys in certain years. It was always on until you pressed a button on the pilot's control wheel; when you released that pressure on the button, it was back on.
I wish you had done a recovery with only the blue “level” button. I am curious if Garmin can recover from that spiral safely as you clearly can. It’s a question I grapple with, if I am ever caught off-guard and in a spiral, do I work it out myself, or punt it to the blue button.
I’ll try it. Don’t think so.
Scott, I noticed you ROLLED out. I expected you to use RUDDER only to avoid further stalling the left wing. What have I got wrong!? Cheers.
Not a stall, nowhere near. This shows the interrelation of lateral (roll) stability versus directional stability (yaw) that in the Bonanza tends to lead to a spiral dive so you roll out and then control the pitch up to not overload the aircraft during the pull out.
Exactly right, Rob!
you must be in Texas?Van Zandt County. hmm
Yep
I don’t like staring inside the cockpit at the instruments like that during aerobatic maneuvers. Keep your eyes outside and feel the airplane similar to professional aerobatic pilots.
I don’t stare at the instrument panel. The GoPro caught the action.
Luckily my airplane is so gutless, it has never made it to its published "Cruise Speed"....and flying straight and level?.....its way harder than I thought...moderate turbulence, at night, and I can't see the ground due to low clouds over 6500' mountains?...and no moon or stars from cirrus clouds..that wasn't a fun flight for a vfr pilot.....you'll hear me..."At Vy, unable to hold altitude"...
Am i the only one who lost audio??
No, when he does subsequent B-roll footage of each maneuver of the panel and the wing shots, it is without audio.