Out-of-Control Recognition

T-34C OUT-OF-CONTROL FLIGHT

CHAPTER ONE

After performing the first four steps of NATOPS OCF Recovery Procedure and you confirm

your aircraft is in an inverted spin, accomplish recovery in the following manner:

Gear/Flaps - Check UP,

Rudder - Full OPPOSITE turn needle,

Stick - FORWARD OF NEUTRAL (erect spin) - NEUTRAL (inverted spin),

Controls - Neutralize when rotation stops, and

Recover from unusual attitude.

The stick will "float" near the full forward position, so you will have to apply a pull force of

about 30 lbs. to place the stick in the neutral position. The aircraft will recover to a steep,

inverted, nosedown unusual attitude.

As stated earlier, although they are not encountered frequently, inverted spins can be extremely

disorienting!

103. OUT-OF-CONTROL RECOGNITION

Loss of control of an aircraft can be a confusing and disorienting experience. Sound familiar? A

rapid analysis of the specific phase of OCF is essential for executing a prompt recovery. Visual

and "seat of the pants" cues are not sufficient to differentiate among the Departure, PSG, and

Incipient Spin or Steady-State Spin phases.

Even the seemingly obvious determination of whether or not the aircraft is in an erect or inverted

attitude may not always be possible through sensory cues. In an erect spin, the airplane may spin

in a relatively nose-low attitude with a high rate of roll, or it may spin in a flat attitude with a

high yaw but very little roll rate. In a Steady-State Spin, the flight path is vertical (i.e., straight

down). The axis of the spin or the center of the spin rotation is also straight down.

In a steep, nosedown attitude, the axis of rotation lies forward; in extreme cases, the axis may be

forward of the entire aircraft! As the nose rises to a flatter attitude, the axis of rotation moves

aft. If it moves behind the cockpit and if at the same time a high yaw rate is present, the pilot

will experience high transverse (eyeballs out) "G" forces. These transverse "G" forces may be

interpreted by the pilot as negative "G's" (Figure 1-11).

1-10 INTRODUCTIONS AND SPINS