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!
Whatever their experience or previous qualifications, none of the popular youtube aviation crash commenters are real crash investigators - they don’t have the resources or access to all pertinent information. However these commenters do fill a niche which is an immediate albeit incomplete analysis for professionals and enthusiasts.
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.
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.
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"...
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 :)
Good briefing Gunny. My already private or commercial students who were willing to change to the basic level in low ground effect to cruise airspeed on long runways for both takeoff and go around and then cruise climb had few iterations of the outcome being in doubt. I had few retractable airplane students and didn't push ground effect as much because they liked to get out of ground effect pretty quick for the gear. Still cruise climb. What are your thoughts on extensive use of ground effect for both takeoff and go around? Also I flew low powered, tired airplanes. Occasionally I needed the extra free ground effect energy. I also taught, especially at high weight and/or DA, if pulling on the yoke doesn't get the climb you want, try pushing. I understand that uphill at the end could have messed with this technique some, or maybe not.
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.
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.
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?
@@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.
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.
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.
your list on the white board shows that actually the stall speed is not the issue, but the G loads themselves...not the stall does any harm, but which GA airplane pulls 8-9 Gs and which of tjose marvellous hero pilots...they at least din,t see the impact coming anymore bcs the Gs balckened out their vision or worse,,,,
That is absolutely what I am saying! The speed of the airplane divided by the stall speed of the wing is how you derive the G available. The G capability is how you can break the airplane.
the question is why airplanes get engines strong enough to fly them to G loads in turns that they are not built for! i did a calcukation on my biplane recently for estimating the wing spars, bcs there was margine left in the dimensions and came out with over 10 G, i was curious how high angle of turn i could actually make with the engine it has and nevr got over 6 Gs! and this i will never fly! the eye opener was avideo i watched last year about G forces in diveouts and when one pulls the stick back in full cruise speed ( or faster...at the max) and it turned out that it can exceed Gs from the estimazed 6 Gs up to 6.6( or sometjing) so now calcukaze the GAs rating you have by 1,5 and see where you end up with...and the rating x1,5 is the break up G load...so i was quite happy to have even the 6.6 Gs x1,5 on my wing even if it was originaly designed for 9 Gs and the upgrade happened bcs the dimensions on doubles needed to jump over some mere missing 2-3% for 9 Gs gave a 10,1 G break up ...theoretically...off course, we all fly due to mathematics and 50-100 yrs of design experiences( depending on age of the aircraft) ...the EAA has info about those loads available, but i don,t have the links for the vids ...it was about accidents on homebuilts...and statistics shown how mich G a pullout can give...stay safe ! and stay out of bad weather!
people should only fly aerobatics if they have a high G airplane, lates at the deep dive pull out the wings crack off...and many of tnose birds are not factory new! but i am a person who does no aerobatics...i am a boring idiot just happy to fly along..all i will learn is an Immelman for emergency tight turn situations...as i live in the mountains and one never knows, it is a hood option to make an Immelman to escape a death valley situation...but bedies thise 2G maneuvres i.d avoid extremes...don,t fly through clouds, don,t do loops and search the dirt from the floor everywhere on my seats, don,t do speed races bcs the other one possibly never arrives anyways...only VFR and ...my burd is already 10 G rated bcs the material dimensions gave more than 9 without even thinking about it...celar kies!
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?
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.
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.
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.
@@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.
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 !
I did my pilot training in the early 70s when spins were part of the syllabus . I loved spinning the C-150 and Citabria, although the 150 got little tight after the 4th turn.
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.
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.
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.
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.
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.
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.
