However, despite this being taught from the start of your PPL right through to type rating on an airliner, this is still a large part of all accidents recorded. Always remember. it's back to basics.
in the stall recovery memory item. it clearly says "THRUST……..INCREASE SMOOTHLY AS NEEDED", not TOGA, because the sudden dramatic increase in thrust can enter you into an upset And it is "AUTOTHRUST" not Throttle
This is a demo of a deep stall recovery technique, the actions stipulated in the QRH should be taken at the first sign of stall, buffet, aural etc, nose down pitch control.... apply (not 15 degrees)
On 447 the plane was in alternate law because the Pitot tubes were iced over. They were flying at night in the middle of the Atlantic Ocean, very easy in hindsight to say these things but the reality is those guys were in a difficult situation
Good vid. Although plz update it since the stall recovery is different now as u know. Nose down. Advance power (as demanded) not a toga power with a dive of 15 degrees. Good job guys!
This is my understanding also (although not a pilot...). Slowly increase throttle or a secondary stall is very easy and have to fight to keep the nose down from that sudden thrust and the moment it creates. Do you know what is the 'correct' pitch angle suggested in training? I have seen people on youtube simply level off from a pitch up attitude and that seemed sufficient to exit the stall.
@@nickjegard90 Just a couple of degrees below the horizon. No value is mentioned. Mind you, sometimes there is a lack of pitch authority that will force you to even decrease thrust more. Keep pushing the nose down below the horizon until the warning stops. Increase power smoothly as needed and regain your altitude... Just remember if you are below 20000 ft and in a clean configuration select flap one.
@@kinanatto257 really helpful response them you. I noticed if I put the a320 into alternate law and force it into a stall, even pitching up to the horizon can push it into a secondary stall and if I increase thrust it just compounds the issue as it pushes the nose up further, even if I give full forward sidestick. I'm so impressed with normal law protections, makes the plane extremely difficult/impossible to stall!
For example AF447 Air France crash from rio , how does one get out of a stall tho, I understand the pilot was pulling up the whole time which was the problem but falling 3000m per minute should he just have pulled down? Sorry I know nothing about planes but I just want to understand how they could have made it work. Thank you
As I was watching I remember one of the last flight lessons before I soloed which was stall recovery but in a Cessna 150 and I was like "I wanna try that in the sim of a large aircraft"
Really interesting clip as usual, Just a couple of considerations: in the first “fully developed stall” the a/c lost something like 5000ft, is it a normal performance? It’s a huge margin required, specially while overflying high terrain. Finally, talking about the FBW control laws, is it possible to enter a spin and recover from it? Thank you.
8:33 Setting the thrust levers to TOGA is plain wrong. First you have to pitch down the nose, get out of the stall and then apply gently (!) more thrust. Source: www.320memoryitems.com/post/stall-recovery
I really like this video, and good presentation by Dusan and Mindaugas as well! One little question: What is the difference between the amber band and the red-black striped band that you can see at 8:59? Are these representing the aformentioned α_Prot and α_max speeds?
amber is @prot, where the protection mode is on for elevator, input is now direct proportional to sidestick. red is @max, stall. Also don't recover like the guys in this video this, completely wrong. Nose down to -10 and hold, no power input, let the speed come up, then raise nose and power gently. Not TOGA power, not 15 nosedown.
On 447 the plane was in alternate law because the Pitot tubes were iced over. They were flying at night in the middle of the Atlantic Ocean, very easy in hindsight to say these things but the reality is those guys were in a difficult situation
Auto thrust, please! And the demonstration of High Angle of Attack would be better if you disengage the A/THR, to cut off the A/FLOOR, so that you can see the aerodynamic protection working without engine power. Just as a suggestion.
La situation arrivée au vol AF447 EN mode ALTR LAW ?? Toujours du mal à comprendre l'action des 2 pilotes au commandes jamais tenter de pousser le joystick
Very delicate subject. The theoretical explanation on the blackboard is lacking in some essential aspects and is not exhaustive. The stall should be treated first independently and only after seeing how the A320 avionics handles it. Even the simulation lacks some clarifications. I appreciate the attempt but I suggest improving the video. Thank you.
But they didn't explain why the designers have given you the option to turn off the stall protection in the first place. If Normal Law is there to prevent you stalling, why would the designers want to give you the option of turning it off with Alternate Law?
paulmurphy42 In case of electrical failure Elac 1 and 2 or Sensors failure the plane will goes into alternate law because it cannot fly itself they are just simulating it by switching off the Computers
Normally the aircraft will be in normal law. However, in special circumstances such as unreliable airspeed, ADR and IR failures, ELEC BUS failure, HYD failure etc the aircraft will automatically switch to Alternate Law (no protection), to let the pilots make the decision instead of the flight computers. Switching off ELAC 1 and 2 flight computers simulates the failures of ELAC 1 and 2, which will, by design, put the aircraft into alternate law manually to practice flight without flight control protection, such as upset recovery training (UPRT).
Two stripes on the shoulders and the watermark on the bottom right of the screen saying “do not use this for training”.. this is practice for students becoming instructors. Let’s not be too critical.
Depends on altitude, speed, and thrust. At low altitude with TOGA thrust you can go nearly vertical. Angle Of Attack isn't pitch. A320 has aProt. you're not supposed to be able to stall the aircraft in normal conditions.
Yes, if appropriate. Take Off Go Around (TOGA) or 'full throttle' should be applied. You want to reduce the angle of attack as fast as possible. Speed does that. You need as much air as fast you possible over the wings. Otherwise you can enter a deep stall. You don't want that. Keep in mind that angle of attack isn't pitch.
Sorry, but this technique is wrong! Pitch -15 and firewall toga? No way my friend! Using your technique Vertical speed reaches -12000 ft/min and the pitch is so low that is hard to recover later! For recovery from stall the pitch should be between 0 and -5. When no longer stall warning inrease thrust SMOOTHLY!
This is what when monkey fly. ROD was 11500 feet per minute in recovery. Which is actually not required. This can lead to excessive G load. You can easily recover with max of 6-7 thousand rate of descend.
Dominik Chrobak source on a full cost sim? Our instructors told us a full motion sim is around 4m. Static ones for example a DA-48 we had at the academy was roughly half a million
Dominik Chrobak an A320 costs 70million or more according to google. That’s wings, fuselage, wires, seats, doors, lighting, toilets etc etc A sim, albeit very complex and a marvel of engineering, in material alone, a fraction of a real plane
Painful to watch (why have cadet student pilots poorly acting as instructors in the first place?) and a bit scary if that is what BAA teaches its students when it comes to stalls in the Airbus.
Its like a safe MCAS
@@andrulifts The pilots switched to alternate law before they stalled the aircraft.
@@BestFredBull Wrong, the plane switched itself due to unreliable airspeed.
Airbus does not MCAS because nearly all inputs from the pilots are being altered by the computer in the first place.
@@trenchjp2065 wrong, 6:47
@@struvrim7637 ???????? - I was talking about AF447
I think of Airfrance 447 :(
they shutdown everything and then set plane in STALL configuration and then hold plane in STALL configuration
@@struvrim7637 they did not shutdown everything the stall protection system was not working
@Will D "Any pilot will tell you that's basic aviation." Absolutely. It's hard to believe they were pilots.
the AF447 pilots were a lot of stupidity. They DIDN'T nose down the aircraft!
Wow a Stall warning lets Pitch up
-Air france 447
dumbass pilots!
How to recover from a Stall in a Airbus Aircraft: Just don’t touch the controls and watch
An Airbus never stalls in normal circumstances.
@@aspecreviews Any aircraft won't stall under normal circumstances
@@mr_sowong9464 lol
@@mr_sowong9464 pretty sure he meant Normal Law. 💁
@@raadhikasharma2259 Yep, I meant normal law...
Video in a nutshell
1.Stall warning comes on
2.descend the aircraft to gain speed
3.once enough speed is gained pull up aircraft
4. Resume flight
Simple. Where can I apply as pilot?
Tell this to flight AF447 ^^
1. AP/AT off
2. AOA reduced
3. Roll controlled
4. Speed managed
5. Stall recovered
It’s not about speed or descending. It’s lowering the nose to reduce the alpha.
@@aurelien221 they got stuck at 2. descend the aircraft to gain speed. Well, more like one person got stuck.
However, despite this being taught from the start of your PPL right through to type rating on an airliner, this is still a large part of all accidents recorded. Always remember. it's back to basics.
Thanks mindaugas and dusan for sharing knowledge and passion
in the stall recovery memory item. it clearly says "THRUST……..INCREASE SMOOTHLY AS NEEDED", not TOGA, because the sudden dramatic increase in thrust can enter you into an upset
And it is "AUTOTHRUST" not Throttle
s3oodi1 you need to calm down
"Auto Throttle" in a Beautiful Betty, Mc Donnell Douglas
oh boy another youtube comment captain lmao. as if the word choice fucking matters
@@hayhay7789 the word choice does matter. I wouldn't expect you to understand ;)
@@s3oodi1 yeah no you’re just a know it all
When the side stick moves... It feels like the whole universe is moving
I wonder how Pranas Dullis is???
He is currently flying as a Q400 captain for airBaltic as of November 2017 (before that he started as a first officer on the Q400 from 2014-2017)
@@GregorChristie legend!
he is now on cargolux I think
He has an Instagram, I saw him flying a 747
@@GregorChristie l"yij6ý6j&"ll@lyylilkjlllkkkkkkklkkkkklk
This is a demo of a deep stall recovery technique, the actions stipulated in the QRH should be taken at the first sign of stall, buffet, aural etc, nose down pitch control.... apply (not 15 degrees)
Resembles AF447, A330 which crashed after going into an aerodynamic stall (ALT laws), caused by pilot error, over the Atlantic, July 2009.
Autothrust please
It's not 737
its the samething mewhammid
@@davidca96 Not the same thing.
@@davidca96 Nope
Amazing is so.easy but I remember of airfrance crash 330 good job!!
On 447 the plane was in alternate law because the Pitot tubes were iced over. They were flying at night in the middle of the Atlantic Ocean, very easy in hindsight to say these things but the reality is those guys were in a difficult situation
Good vid. Although plz update it since the stall recovery is different now as u know. Nose down. Advance power (as demanded) not a toga power with a dive of 15 degrees. Good job guys!
This is my understanding also (although not a pilot...). Slowly increase throttle or a secondary stall is very easy and have to fight to keep the nose down from that sudden thrust and the moment it creates. Do you know what is the 'correct' pitch angle suggested in training? I have seen people on youtube simply level off from a pitch up attitude and that seemed sufficient to exit the stall.
@@nickjegard90 Just a couple of degrees below the horizon. No value is mentioned. Mind you, sometimes there is a lack of pitch authority that will force you to even decrease thrust more. Keep pushing the nose down below the horizon until the warning stops. Increase power smoothly as needed and regain your altitude... Just remember if you are below 20000 ft and in a clean configuration select flap one.
@@kinanatto257 really helpful response them you. I noticed if I put the a320 into alternate law and force it into a stall, even pitching up to the horizon can push it into a secondary stall and if I increase thrust it just compounds the issue as it pushes the nose up further, even if I give full forward sidestick. I'm so impressed with normal law protections, makes the plane extremely difficult/impossible to stall!
Muy muy buena la instrucción 👏👏👏👏👏👏👏👏👏👏👏🖒🌝 es impresionante el simulador 👏👏👏👏👏👏👏👏👏👏👏un sueño😍
Attractive presentation and new student pilots well described with good coordination. Thanks for sharing.
Thanks good explanation. So Air France crash was a secondary stall they never recovered from?
For example AF447 Air France crash from rio , how does one get out of a stall tho, I understand the pilot was pulling up the whole time which was the problem but falling 3000m per minute should he just have pulled down? Sorry I know nothing about planes but I just want to understand how they could have made it work. Thank you
I LOOOVVVVEEEE IT
AIRBUS IS LOVE
Ali Rahimy Go Airbus!!!
#TeamAirbus
Boeing
04:40 Nice presentation captain!! But you can replace the word "stupid" in your presentation with the word "Bonin"!! Its exactly the same!!!
You don’t know what the hell you’re on about.
They look like they are still in high school haha, but very good training video!
As I was watching I remember one of the last flight lessons before I soloed which was stall recovery but in a Cessna 150 and I was like "I wanna try that in the sim of a large aircraft"
Really interesting clip as usual, Just a couple of considerations: in the first “fully developed stall” the a/c lost something like 5000ft, is it a normal performance? It’s a huge margin required, specially while overflying high terrain.
Finally, talking about the FBW control laws, is it possible to enter a spin and recover from it?
Thank you.
These guys are cuuuteee!
do some videos about a320 electrical systems...........
Good idea
But if it is that easy to recover an Airbus from stalling, even if ELAC fails, why did the Air France Aribus crashed in 2009?
Ghost yeah true but speed indicator was false it was indicating about 240 or 260 knts while stalling
Ghost I think because their pitot tubes were frozen and they were not getting their airspeed correctly
Oh okay, so the Pilots didnt know they where stalling?
Ghost affirmative cuz it was so dark
Tamim Faisal oh okay, thank u:)
RIP SJ182:-(
Where’s the low speed alert?
8:33 Setting the thrust levers to TOGA is plain wrong. First you have to pitch down the nose, get out of the stall and then apply gently (!) more thrust. Source: www.320memoryitems.com/post/stall-recovery
I agree TOGA was unnecessary but you can apply thrust as soon as the warning ceases.
Also toga at about 25,000 is pretty much the same as climb thrust.
I really like this video, and good presentation by Dusan and Mindaugas as well!
One little question: What is the difference between the amber band and the red-black striped band that you can see at 8:59? Are these representing the aformentioned α_Prot and α_max speeds?
amber is @prot, where the protection mode is on for elevator, input is now direct proportional to sidestick.
red is @max, stall.
Also don't recover like the guys in this video this, completely wrong. Nose down to -10 and hold, no power input, let the speed come up, then raise nose and power gently. Not TOGA power, not 15 nosedown.
Dušan? Are you from balkan?
I don't even know how you'd manage to stall an A320 in the first place
XL 888T. Frozen AOA sensors
During direct law, it’s as easy as stalling a Cessna, because you won’t have any hard envelope protection from the fly by wire system.
AF 447 pilots should have watched this video :/
On 447 the plane was in alternate law because the Pitot tubes were iced over. They were flying at night in the middle of the Atlantic Ocean, very easy in hindsight to say these things but the reality is those guys were in a difficult situation
Omggggg m is soo cute the guy on the right in the beginning
You need to tell me where does it says on FCTM to apply toga with nose down recovery....
It doesn’t. These clowns didn’t do the drill.
Air France 447
How will it react when hitting AFloor and starting to bank? Does nose down then come before bank limitations or the other way around?
The maximum bank angle is limited to 45 degrees.
Perfect Training I love it
Auto thrust, please! And the demonstration of High Angle of Attack would be better if you disengage the A/THR, to cut off the A/FLOOR, so that you can see the aerodynamic protection working without engine power. Just as a suggestion.
La situation arrivée au vol AF447 EN mode ALTR LAW ??
Toujours du mal à comprendre l'action des 2 pilotes au commandes jamais tenter de pousser le joystick
Ajmo zemljače pokaži im kakvi smo na palici😀
And to think that is all the pilots of AF447 had to do. Push the nose forward. Seems so simple.
If only it were.
i can't stall the aerosoft a320 cfm in fsx. it turns on A.FLOOR and A/THR and pushes the nose down...
Just disable a.floor lol
what are the spinniny things next to the throttle?
Trim wheels.
The worst thing that can happen is being in alternate law and then entering an inadvertent stall
It’s a death wish
Good luck trying to save everyone
So basically in "normal law" is very hard to stall the plane on purpose right???
I guess the Air France 447 crew manage to do just that!!!!!
The flight controller went into direct law.
They weren't flying normal law.
TheLittleAcura aka A-SPEC! ALT law
Very delicate subject. The theoretical explanation on the blackboard is lacking in some essential aspects and is not exhaustive. The stall should be treated first independently and only after seeing how the A320 avionics handles it. Even the simulation lacks some clarifications. I appreciate the attempt but I suggest improving the video. Thank you.
Just for those apocalyptic scenarios....
Procedure is not clearly neither correctly explained..You can do it better..
I feel like adding thrust would add unnecessary pitching moment. But hey I didn't design the plane.
You have it add thrust to have the energy to complete the recovery.
But they didn't explain why the designers have given you the option to turn off the stall protection in the first place. If Normal Law is there to prevent you stalling, why would the designers want to give you the option of turning it off with Alternate Law?
paulmurphy42 In case of electrical failure Elac 1 and 2 or Sensors failure the plane will goes into alternate law because it cannot fly itself they are just simulating it by switching off the Computers
@@tharlynnoo Thanks
or in case of sensor malfunction, u can turn the protection off so case like 737 mcas doesn't happen
Normally the aircraft will be in normal law. However, in special circumstances such as unreliable airspeed, ADR and IR failures, ELEC BUS failure, HYD failure etc the aircraft will automatically switch to Alternate Law (no protection), to let the pilots make the decision instead of the flight computers. Switching off ELAC 1 and 2 flight computers simulates the failures of ELAC 1 and 2, which will, by design, put the aircraft into alternate law manually to practice flight without flight control protection, such as upset recovery training (UPRT).
How old are you kids?
Dangerous procedure…
For training purposes only? Damn so I can’t apply this when my jet stalls?
You shouldn’t because it’s wrong in just about every way.
Good demo, but one suggestion. A320 does not have throttles, they are thrust levers. It's not 'Auto-throttle' , it's 'Auto-thrust'.
He should not go down more than 2.5 degrees and maintain until green D speed and then recover 10 degrees up until out of stall
Utter nonsense.
Two stripes on the shoulders and the watermark on the bottom right of the screen saying “do not use this for training”.. this is practice for students becoming instructors. Let’s not be too critical.
Maybe the SOPs from airbus were different 2 years ago when this was uploaded but at this day this is completely wrong.
So if you're in a stall in you get too anxious and pull back on the stick your screwed!
Depends on altitude, speed, and thrust. At low altitude with TOGA thrust you can go nearly vertical.
Angle Of Attack isn't pitch. A320 has aProt. you're not supposed to be able to stall the aircraft in normal conditions.
15 Deg ND with TOGA applied and descending at 10,000fpm? Jesus wept. Please take this down. ps-autoTHRUST.
12000fpm to be exact, it's baffling how this video got the ok to go up on youtube
but how about AF447?
@@tomaten9477 thanks
Untitled Spot on in perfect laymans
AF447 were idiots keeping the nose up.
I'd ship them, they'd make a nice couple lol
I’m not even surprised.
TOGA?????
Yes, if appropriate. Take Off Go Around (TOGA) or 'full throttle' should be applied.
You want to reduce the angle of attack as fast as possible. Speed does that.
You need as much air as fast you possible over the wings. Otherwise you can enter a deep stall. You don't want that.
Keep in mind that angle of attack isn't pitch.
No no no not good idea to set TOGA it's wrong
8:53 - to recover stall
Applying TOGA power ???
Please don't show such things, it can be misleading and dangerous.
TOGA power and 15* nose down....jesus fuck. Lucky me I did not go to BAA for my TR then....goddamn
Cap.inst.max.25 years 😀😀😀
Sorry, but this technique is wrong! Pitch -15 and firewall toga? No way my friend! Using your technique Vertical speed reaches -12000 ft/min and the pitch is so low that is hard to recover later! For recovery from stall the pitch should be between 0 and -5. When no longer stall warning inrease thrust SMOOTHLY!
your use of the word aoutothrottle is very annoying, its auto thrust, unless you can show me an airbus publication that specifies this new word
Cry
Basics of Stall Recovery on Airbus A320 "FOR FUCKS SAKE"
Dont try at home
Its not Autothrottle on Airbus but Autothrustyou need to study more!
This is what when monkey fly. ROD was 11500 feet per minute in recovery. Which is actually not required. This can lead to excessive G load. You can easily recover with max of 6-7 thousand rate of descend.
It depends on the depth of the stall.
@@peteconrad2077 yeah I am talking about extreme situation. Try in sim next time
@@ankurtyagi7150 the same applies in a real situation. Airbus stalled an A350 by accident in testing and required 12,000ft and 18,000 fpm in recovery.
I want to marry a Pilot 😍
AIR FRANCE: Do not Watch this
Air France pilots dont take this training
How much does the A320 sim cost?
Between 500,000 to 4,000,000 USD
No, no, no the cost of full motion simulator is roughly the same as cost of aircraft. Each part must have certification.
Dominik Chrobak source on a full cost sim? Our instructors told us a full motion sim is around 4m. Static ones for example a DA-48 we had at the academy was roughly half a million
Dominik Chrobak an A320 costs 70million or more according to google. That’s wings, fuselage, wires, seats, doors, lighting, toilets etc etc
A sim, albeit very complex and a marvel of engineering, in material alone, a fraction of a real plane
Lol they look like kids oh gosh
A320 FOR FUCK'S SAKE
This is wrong and poor. They got the drill wrong. Incompetent training.
You have a zero chance of recovery. I don’t care how good of a pilot you are. It’s like a brick
Wrong recovery 😂
So u a guy that’s not a pilot is trying to tell pilots they did it wrong pretty sure they know more then u
pilots with pompadours. #haha also, is that guy's name douche-an? #jesus
I'm sorry, but your insane attractiveness is distracting me from the important information in this video
Haaa gayyy
Painful to watch (why have cadet student pilots poorly acting as instructors in the first place?) and a bit scary if that is what BAA teaches its students when it comes to stalls in the Airbus.