Unusual attitudes combine extreme attitudes with rapid increases or decreases in airspeed and require
correct identification and proper recovery techniques. Unusual attitude recoveries are taught to boost your
confidence in your ability to maneuver the T-45 throughout its flight envelope and to establish habit pat-
terns that you will call on in later tactical stages.
Because your goals when recovering from unusual attitudes are to prevent the aircraft from departing
controlled flight and to avoid overstressing the airframe, your ability to identify the situation rapidly is
critical. You must be able to determine your aircrafts attitude in relation to the horizon and its energy state
(airspeed) because these factors dictate what recovery procedures to perform.
Complete the prestall and aerobatic checklist. The instructor will take control of the aircraft, direct you to
close your eyes, and will then maneuver the aircraft into a nose-high or nose-low attitude. The instructor
will also position the throttle anywhere between MRT and IDLE and may even extend the speed brakes.
When the instructor says, Youve got the controls. open your eyes, analyze the situation, and execute the
proper recovery procedures.
NOSE-HIGH UNUSUAL ATTITUDES
Your primary concern when recovering from a nose-high unusual attitude is to maintain the AOA between
5 and 10 units. At slow speeds, very slight back stick pressure will cause a rapid increase in the AOA.
Additionally, uncoordinated aileron and rudder inputs at slow speeds can introduce enough adverse yaw
and increased AOA on the rising wing to cause a departure from controlled flight.
An unintentional nose-high unusual attitude is typically caused by an improperly executed overhead
aerobatic or tactical stage maneuver.
When given control of the aircraft, simultaneously neutralize the flight controls (i.e., ailerons, stabilator,
rudder) and analyze the situation by scanning the appropriate instruments (i.e., ADI, AOA, airspeed, and
altimeter). To recover from a nose-high condition, advance the power to MRT and retract the speed
brakes to minimize loss of airspeed.
If airspeed is 150 KIAS or greater, smoothly roll inverted to nearest horizon, apply positive g to bring the
nose back to the horizon, dont exceed 17 units AOA. After the nose passes through the horizon, g may
be reduced slightly but positive g should be maintained. At 150 KIAS, roll upright and return to level flight.