IF Unusual attitudes

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Instrument Flying

Unusual attitudes can result from a number of conditions such as:
- Turbulence.
- Disorientation.
- Cockpit duties.
- Incorrect scan techniques.
- Incorrect trim.
- Errors in instruments interpretation.
- Instrument malfunction.

Nose up attitude:
- Altimeter: increasing until stall and then decreasing.
- Vertical speed indicator: increasing until stall and then decreasing.
- Airspeed indicator: decreasing.
Nose Down attitude:
- Alitmeter: decreasing.
- Vertical speed indicator: decreasing.
- Airspeed indicator: increasing.
Spin:
- Airspeed indicator: decreasing.
- Altimeter: decreasing.
- Vertical speed indicator: decreasing.
- Turn-coordinator is deflected in direction of turn.

Recovery should be made by reference to the:
- Airspeed indicator.
- Turn coordinator.
- Altimeter.
- Vertical speed indicator.
In moderate unusual attitude it may be possible to establish level flight using the attitude indicator.
However in extreme attitude the information shown on the attitude indicator may become unreliable as a reference recovery.
Attitude Indicator is accurate until it tumbles.
Attitude indicator will tumble if maximum bank or pitch angle is exceeded:
- ~100-110° Bank.
- ~60-70° Pitch.

Check flight Intrument.
- Airspeed indicator, if airspeed decrease we are nose up.
- Turn coordinator for wing level.
- Altimeter and vertical speed indicator to know how much the altitude increases.
Increase power to prevent further loss of airspeed.
Simultaneously apply forward elevator pressure to lower the nose to prevent stall.
Level the wing by applying coordinated aileron and rudder pressure to centre the turn needle and ball.
When the airspeed stops decreasing, you are at or near level flight, stop forward elevator pressure.

Check flight Intrument.
- Airspeed indicator, if airspeed increase we are nose down.
- Turn coordinator for wing level.
- Altimeter and vertical speed indicator to know how much the altitude decreases.
Reduce power to idle to prevent excessive airspeed and loss of altitude.
Level the wing by applying coordinated aileron and rudder pressures to centre the turn needle and ball.
Apply smooth back elevator pressure: to return to level flight.
When the airspeed stop increasing, stop the back elevator pressure and climb or level off.

The spin is the most critical unusual attitude of all because of the disorientation that usually accompanies it.
The first requirement for spin recovery is to determine the direction in which the aircraft is spinning.
The turn needle of the turn coordinator is the only reliable instrument for this purpose (the ball it’s not accuracy).
- The turn needle of the turn coordinator will show a deflection in the direction of the spin.
- The altimeter will show a rapid loss height.
To differentiate between a spin and a spiral, check the airspeed.
- Airspeed will be low (near the stalling speed) in a spin.
- Airspeed will be high and increasing in a spiral.
The recovery procedure:
- Power idle
- Neutralize ailerons (ailerons neutral)
- Apply and hold full rudder opposite to the direction of rotation (if the turn needle is full right apply full left rudder).
- Move the control column forward to break the stall (full down elevator might be required in some airplanes).
- Hold these control inputs until the turn needle starts moving back to the centre, indicating that the spin has stopped.
- Neutralize rudder (needle at or near the centre).
- Apply back pressure on the control column to ease the aircraft out of the dive.
- When the airspeed begins to decrease, hold the pitch attitude constant and apply power to resume cruising flight.
- Keep the turn needle and ball centered with the coordinated control pressures.

What is the order of control for a nose-high attitude?
Which instrument will indirectly tell you the pitch of the aircraft?
If we are disoriented what should we do?
During the spin recovery after you apply full opposite rudder how can you confirm the rotation has stopped?