Upset Prevention and Recovery Training with Corey Benson
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- Опубліковано 21 тра 2024
- Upset Prevention and Recovery Training with Corey Benson
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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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Great video Scott. I am a new pilot (at age 56!) and did my spin and upset recovery training in an Aeronca Decathalon and it was very eye opening. I could not agree more that this should be required of all pilots to get a license, as it is in some countries. Love all your videos. You and Juan and others are making a BIG difference in the GA world. Keep up the great work!
My grandfather had a 1960 V-Tail Bonaza - tail number N9922R. It is now owned by a guy in California. My grandfather was VFR only and was very cautious. To my knowledge he never had any problems. Either that or he was trained properly because the V-tail can bite you. He even let me fly it a bit back when I was a kid. He never got that plane until he was completely proficient in the Cessna 150.
On my check ride for private, FAA man had me under the hood. We were almost red arc, nose pointed to the turf. And he says my airplane!! In a tomahawk!
Before my first solo, one of my CFIs took me out and "unplanned" (to me), he threw the aircraft into a spin and yelled, "YOUR PLANE!" What an eye opener! This is not the docile stall recovery that is normally taught to students...BUT SHOULD BE! My sphincter was chewing on the seat cushion like a horse with a bit in its mouth, but I managed to get us out of the spin back to straight and level. We spent the next two days practicing that until it was muscle memory AND I recognized the signs and conditions long before a full-on stall/spin ensued.
Cruel? Maybe. BUT, I think ALL students should be put through this, preferably before their first solo.
Spin training Its not cruel. A man has to do, what a man has to do..
"It feels wrong..." That makes a lot of sense so thanks very much for presenting this! Like Corey, I don't have that fighter pilot training so I expect I'd have the same or more intense reaction and no do the right things to have the best chance of recovering. I'm definitely going to do UPRT training even if it's quite intimidating. Thanks!
Go for it!
Thank you Scott. You are doing a solid for the aviation community. Even older seasoned pilots can benefit from a mentor like yourself. I used to hear this all the time…. “learn from the mistakes of others… you’ll never live long-enough to make them all yourself”. 😉
Man, you are making a difference here.
I can still remember the uncomfortable feeling when I went out with an instructor to practice spin recovery training shortly after getting my ppl. It’s definitely eye opening how fast things happen and how hard it is to fight the urge to do the wrong thing when the nose of the plane seems to be boring a hole straight down towards the ground.
After seeing how much altitude is lost so quickly I fully understood why getting slow in the traffic pattern could be such a deadly mistake.
If someone hasn’t done anything like this I would highly encourage them to schedule some time with an aerobatic instructor as part of their next flight review. Reading about UPRT doesn’t prepare you for what you will see and feel when it happens in flight.
One of the best things I did was learn to fly aerobatics from a competitive aerobatic pilot. While he no longer competes I wont forget what he taught me. Talk about real unusual attitude flight. I reccomend all pilots do this. Learn to hear AND understand what your airplane is telling you. I learned I am a natural 6 G pilot. The most fun? Hammerheads and tail slides into a back flip and 4 or 5 turn spin. I am no longer afraid to fly the airplane. Get training. Train, practice, train, practice, rinse and repeat. A well trained pilot is a safe pilot. Question, what are the G limits on the Bonanza you're training in? Be safe.
+6 -3
When I was training for my CFI many years ago, I decided to take a ten hour aerobatic course from Duane Cole. My first reaction was like Corey’s, very uncomfortable, but by hour five I was getting used to things, and by the tenth hour I was hooked. There is no way to fully express how much more comfortable and confident you will be in any aircraft once you get comfortable with aerobatics. That said, it can also be hard on your pocket book as I then decided to get into competition aerobatics, but it’s fun, and I feel every pilot should at least take spin and upset training as part of their experience.
Corey's perspective is invaluable. I am impressed with his self awareness while flying in a personally uncomfortable situation. Spiral recovery is possibly more critical than even stall recovery. Many points of view add to understanding. It's good to hear from the novice as well as the fighter pilot.
Spins are usually slow and spirals are fast...and can quickly get faster. 172's don't like to spin but (possibly because I'm a big boy) those spins seem to want to turn into spirals...and spiral recovery can snap into an accelerated stall/spin which is a different animal again.
My experience is training in a 172, and while it's not nearly as slippery as a Bonanza...the little unit gets going downhill in a hurry while in a spiral and proper recovery technique is critical. Lots of people don't get that spiral recovery isn't the same as spin recovery. I feel fortunate that I had some flight instructors who put emphasis on unusual attitude recovery. I think the most interesting lessons were when the instructor had me under the hood while he cranked the plane around, before handing it back to me. Thanks goodness I got to look around during recovery.
This was an especially interesting episode. Thanks for sharing...both Scott and Corey.
I suspect this is what happened to the Bonanza that crashed just southwest of Franklin TN on the 15th of May. A plastic surgeon from Baton Rouge and his two daughters lost their lives when the aircraft came apart in a dive from eyewitnesses on the ground. Terrible situation but apparently the pilot only had about 15hrs in the airplane . I live about 10 miles from the crash site and i can tell you that weather should bot have been a factor . Jaun Brown stated that possibly the pilot got disoriented in the clouds but its not like it was solid overcast that day. Sad story regardless. Thanks for all the hard work you do to promote training in high performance aircraft.
My initial take on that accident is the same.
Great topic, I've done more of this than anything. Takes the shock factor out of it
Great video! Highly recommend your UPRT course. I learned so much last November
Excellent video ! I think it should be emphasized more frequently how to "deal with the feeling" and "what to expect" in some of these upsets, and specially if one is inadvertently flying into convective activity and been tossed around in his/her little plane. For someone used to being a "straight and level" flyer 90% of the time, other than the theory, one must learn how to deal with the initial shock first, before applying the training and the theory.
Another good video that all pilots new or old should watch! Thanks Scott❤🇺🇸👍😀🛫
Very enjoyable, thank you.
Thanks!
G'day Scott,
Great stuff...!
I've been lamenting the lack if realistic
Upset Training since I first read of the problem in
"Gift of Wings..."
by
Richard Bach,
As a teenager, in about 1977.
Only teaching Incipient Spins and not actual Spins & Recoveries struck me as being a stupid idea, even when I knew almost nothing about it.
Sailplane Training teaches full Spins....
Segue warning.
I posted a couple if Add-ons after my comment under your most recent video about the lady whose Attitude while too low hid her view of the Chimney she ran into...; but you're busy and probably didn't see them (?).
I posted the addit's after I heard that Bob Bailey had died, in Florida, maybe a month ago.
The left wing came off the Dragonfly he was flight testing, after it had been assembled by someone else.
Dragonflies are so very slow that they go to Airshows & Glider Towing events on a Trailer, behind a Car - and so reassembling the Tug is a regular and integral part of Aerotowing.
Bob Bailey had a US Presidential Medal for Services to Sport Aviation, he designed the Tug in about 1990 (I used to be half of an Aerotowing-Team, using the first Prototype Dragonfly Tug, from 1993 to 2000 - my mate had bought it at 100 hours and asked me to be his Hookup/Safety Officer & Launch Controller....
We came to be pretty good at decorating the Sky with multicoloured Rogallos I ran about 750 Launches and in 1997 & '99 CASA mandated my little Safety Contribution, over Bill Moyes' disagreements - because he preferred there to be no stipulated procedures (!).
Learning that Bob had lost a Wing while testing a Dragonfly was a bit of a shock, but not really a surprise because he was still doing the Moyes thing...; but then I heard that the Tug he was testing when he crashed was
Not Registered..., and that
Bob had
No Pilot's Licence...,
Either.
Well..., *****!?!?
I wonder if you have any ideas regarding whatever has gone awry with the FAA - across the Board, from Boeing building doubtfully airworthy Airliners..., to a Presidential Aviation Medal recipient dying while
Flying
Unlicenced..., in an
Unregistered
Glider-Tug, when
Operating as part of a
Commercial Glider-Towing Business conducted by the
Largest International Manufacturer of Hang Gliders on the Planet. ?
Something is
Apparently deeply amiss, and
Not in the State of Denmark, either - Macbeth me olde mate ; but in the corridors of Power in Washington - wherever the FAA is bunkered down.
Apparently.
And, I hear that Bill Moyes is not yet dead, either - still going at 93 or 94, but very much in failing health, as the saying goes.
I look forward to whatever you can come up with, regarding Bob Bailey.
Under the covered Aeroplane-Trailer 20 yards from here, containing my crashed VJ-24w there's a 4" Aluminium Tube, which Bob Bailey built into the first Dragonfly prototype - and when he built the 3rd one they used a 6" Tube for extra stiffness, & at that point Old Mate retrofitted the Prototype with a bigger Tube too..., and I scored the Tug's old 4" Fuselage Boom as raw material with which to rebuild the Jensen - which broke it's back when I landed it inverted in the Potato Patch (!).
Hence my particular interest in Bob's demise. I never met him, but we worked in the same project...; from opposite ends - kinda thing.
Such us life,
Have a good one...
Stay safe.
;-p
Ciao !
Apt username haha.
Bach’s “A Gift of Wings” was what led me to go take an intro flight at age 16. Got my PPL the following spring, ‘77 iirc.
My dad had flown RCAF from the early 40’s for 20 years, but rarely talked about it, and the few brief stories he told didn’t light that fire. Dad was thrilled that I did that, and lent me $ which I covered by my next summer’s job, but never said a word of advice or even asked me how it was going.
Dad’s stories: he had a thousand hours in Cansos, landed a Beech 18 in a 40 knot crosswind, dodged icebergs over the North Atlantic ferrying a Mitchell (forced low by icing conditions), and someone else deadsticking a 104 to a successful landing. My older brother told of an impromptu airshow in P-51, apparently I saw it too but was too young to remember it.
I guess my main message here is to parents. Talk to your kids. If you don’t do that, they’ll have a much harder time learning to listen and ask questions and think things through.
Cheers from Edmonton AB. And cheers to Scott for these good talks!
@@johnnyliminal8032
G'day,
Thanks !
Bach was a guiding light for me, as a teenager. My mother's father flew in WW-1, briefly - paying for civilian lessons before enlisting with a Licence in Jan. 1918, in Sydney, but didn't finish Military Pilot training in England till March 1919...
Dad's father's brother flew Camels in August 1918, in France with 4-Squadron AFC...; and I was always super keen on flying because "Grandpa was a Pilot !".
He died when I was 3, so he didn't actually tell me much about it.
When I discovered Bach I was at a Boarding-school 500 miles from home, and when a nearby millionaire started "Olde Bowral Airfield" near the School, I managed to get a job with him, working for unofficial Flying Lessons as a "Tarmac Terrier" to 2 Tiger Moths, a 65 Hp Piper Cub, a B-model Hornet Moth , and a Replica Fokker Dr-1 Triplane & a Sopwith Pup - Radial Engines, but in Oz in 1978 it was the best there was, in Oz.
If you backtrack me to my "Personal Aeroplanology" Playlist, there's a lot to have a good giggle at..., including 2 Videos about the 8-hp Lawnmower-powered Minimum Aircraft I made my first Solo in - which he gave me in lieu of about 14 hours of Flying he owed me but was too busy to deliver on...
These dayze it's safely dangling in the National Transportation Museum, in Inverell.
My personal Biggles Fantasy was always a bit of a high-octane home-grown Hillbilly version ; one must admit...(!).
The Channel Name began 38 years ago, as a Nickname bestowed on me (an old local) by the newly arrived New Age foundation-members of the local Hippie Commune.
Chris Warblesonalot was their upgraded version, fine-tuned from the initial,
Windmill Chris/Chris Windmills...
14 years ago, when my daughter made the Channel, & bookmarked it onto my prepaid Mobile phone - it was the obvious choice.
Truth in Labelling...!
Such is life,
Have a good one...
Stay safe !
;-p
Ciao !
Scott, do high wing aircraft tend to be more stable by virtue of the fact that the weight of the fuse is suspended below the wings vs sitting on top of the wings?
No, the design of the wing. Incidence, washout things like that.
@@FlyWirescottperdue Thank you.👍
No, the wings dihedral and flex, plus a few other items affect stabilty more than just high vs low wing.
EFATO, SHORT APPROACHES AND ACCELERATED STALLS ACCIDENTS ALL OVER. BUT TOO MANY ARE AFRAID OF LEARNING THEM. Pilots cannot be cowards. BUT FAA ALLOWS IT..
Dam Right post. That last week Bonanza in Georgia was an accelerated stall at full power, the hardest one to do by accident. And the St Augustine, FL Mooney with 2 CFI's on board stall on base while trying to land because the baggage compartment door opened, 2 CFI's stalled it. Dam turkeys. Both engines on those airplanes were working perfect. And many EFATO pilot errors all over by pilots with thousands of hours but dont practice EFATO even with partial power easy to do. I learned 4 kinds of EFATO in 1997. All landing on 4k long runway. Old Cherokee 140 short wings.
Stand by for my video on that Bonanza.... not an accelerated stall.
@@FlyWirescottperdue My CFI of 1990's say that sounded like a power on accel stall caused by anger, or panic.. Maybe due he forgot to close the door. And didnt RTo on runway. Lets see Mr Perdue. He used to teach accel stalls even on happy to spin Piper Tomahawks..
@@FlyWirescottperdue Mr Perdue, that not the V tail one that broke off in flight. He talking about the A36 that crashed after take off near Atlanta that maybe had an opened door and the pilot you can hear the engine still at full power until impact.
Bad decision to turn your back on Dan Gryder. Maybe you should consider the snakes on the other side?
Dan Gryer's safety stuff is excellent. Dan is also going off the deep end into lala-land conspiracy nut job territory.
That's unfortunate because his safety message is sorely needed. But humans are complex and multiple things can be true at the same time.
There's no excuse for trespassing and stealing from a crash site, then lying and saying it was a look-alike after the fact. Or refusing to hand evidence over to investigators.
Even Dan's rants against the NTSB are sad because he does have a point buried in there: the NTSB needs a budget bump to hire and more importantly better train their GA accident investigators. They also need a better program to help train first responders on how to treat a small aircraft crash site. I also believe the NTSB (and FAA) should offer free PPL training to employees as a perk because having more pilots involved would be helpful.
But again the nonsense Dan is getting up to now completely undermines what could be a really good point and grass-roots effort to lobby for improvements.
It's a real shame.
@@xenadu02 Quit listening to Dan some time ago. You can get the same benefit from other knowledgeable sources in a fraction of the time without all the "hey look at me" drama.
Gryder is a cancer to aviation
DG IS A HYPOCRITE DOUBLE TALKER. Saw a few videos before and after saying never to turnback, TO CRASH STRAIGHT AHEAD if any problem at low altitude. Then in that C150 that he messed up a landing and had to go around, the flaps kept down. What did he try to do? A 100 FEET AGL TURNBACK AT MCA with Full Drag Flaps. Yep. He crashed before completing it, because HE DID AN IMPOSSIBLE TURN he said before only dummies will do.
Horrible decision in Kansas with thousands of acres in front to land it. What a hypocrite. Of course he crashed without finishing the Impossible Turn. Crashed it on a cornfield. That was An Impossible Turnback. Then he lied saying that there was nowhere to land in front for miles. A lie. When he made a video about it with Juan Brown, you could see Juan Mad at his lies.