Out-of-Control Flight
Aerodynamic Principles
minor yaw rates. The AOA may be above stall, but not pegged; the airspeed will generally be increasing
above the normal spin airspeeds. The turn needle is fully deflected in the direction of roll and yaw. Be-
cause of the high airspeeds that may be encountered, the altitude loss may exceed the altitude loss in a
steady-state spin.
PILOT FACTORS IN OUT-OF-CONTROL FLIGHT
Now that we have discussed out-of-control aerodynamics and aircraft design factors, we will discuss
several factors affecting your performance when the aircraft departs controlled flight.
TIME DISTORTION
Studies have shown that the average pilot under the stresses of out-of-control flight perceives time to be
passing about five times faster than it really is. This leads to a reluctance to maintain the proper recovery
controls long enough. The pilot feels that the controls have been held for a long time, and that recovery
should have taken place; therefore, it must be time to “try something else.” Recovery is consequently
prevented. The only sure way to avoid the problems brought about by time distortion is to analyze the
problem accurately, know the aircraft’s recovery procedures, maintain the recovery controls, and be
patient. If, on the other hand, you haven’t recovered by 10,000 ft: eject.
G-FORCE DISTORTION
As discussed earlier, g-force distortion, or unreliable “seat of the pants” cues, can cause you to misunder-
stand the situation and apply improper recovery controls. You must make a conscious effort to disregard
the perceived g forces and trust the indications of the instruments.
CONTROL INPUTS
Your initial reaction to an out-of-control situation will frequently be contrary to the necessary control appli-
cation, primarily in the use of the lateral controls. For example, upon experiencing a wing drop or roll
during a departure, your instinct is to counter with ailerons, which induces adverse yaw, aggravates the
departure, and can lead to a spin. In those aircraft that require aileron in the direction of the spin to
recover, it may feel very unnatural to do so. You must position all controls deliberately, and to ensure that
they are properly placed, you must visually check all controls for correct position.
SEAT RESTRAINT
OCF may cause you to be thrown out of reach of the controls. Keeping the lap belts as tight as possible
will help prevent this problem; however, under heavy negative g loads or high transverse g, reaching the
controls will take a definite effort even if the lap belts are tight.
(9-98) Original
Page 22
Previous Page
