Deep stall recovery procedure
-
Hello,
Is there any guide out there for deep stall recovery in the f-16 falcon bms?
Thanx
John
-
Yes, in the emergency procedures of the Dash-1 manual, about it.
-
Emergency Checklist Out of Control Recovery.
-
Engage the cobra maneuver. *
- your mileage may vary
-
Yes, in the emergency procedures of the Dash-1 manual, about it.
Do you have also good way to start deep stall? I usually get spin if I rape controls but getting plane to deep stall is harder.
I’ve managed to get in deep stall only twice: one with high alt with no problems to get out of it but second was at very low alt with only eject option.
-
I get the impression it was hard to induce anyway.
Try high alt slow speed and nose up 60 to 90 degrees and run out of speed. It will usually self recover but sometimes will deep stall……might be more prone to stall with stores or asymmetric stores but must say staying out of Deep Stall is my intention usually.
-
I get the impression it was hard to induce anyway.
Try high alt slow speed and nose up 60 to 90 degrees and run out of speed. It will usually self recover but sometimes will deep stall……might be more prone to stall with stores or asymmetric stores but must say staying out of Deep Stall is my intention usually.
take a F16B with a central fuel tank
you can easily trigger with with a roll departure
-
The best way to get into a deep stall is trying to see at how low a speed you can still pull off a pirouette. Or trying to learn how to do a pirouette without quite knowing what you’re doing.
-
I get the impression it was hard to induce anyway.
Try high alt slow speed and nose up 60 to 90 degrees and run out of speed. It will usually self recover but sometimes will deep stall……might be more prone to stall with stores or asymmetric stores but must say staying out of Deep Stall is my intention usually.
Thanks MB, Mav-JP, I’ll try older version of F16 on hi alt and center tank.
Just wanted to test how much altitude is lost against spin vs deep stall but getting plane on deep stall is kinda tricky. -
At least with a clean F-16, simply lowering the landing gear will do the job.
-
At least with a clean F-16, simply lowering the landing gear will do the job.
Which has nothing to do with the gear BTW
Fact is that lowering the gear will lower TEF, the TEF provokes a pitch down torque sometimes sufficient to leave the DS
MPO is garantee though , even with yaw rate
-
Which has nothing to do with the gear BTW
Fact is that lowering the gear will lower TEF, the TEF provokes a pitch down torque sometimes sufficient to leave the DS
MPO is garantee though , even with yaw rate
That still advice good for my purposes.
-
At least with a clean F-16, simply lowering the landing gear will do the job.
…unless you’re not in the gear arc.
-
@M79:
That still advice good for my purposes.
In a RL aircraft, lowering flaps generally produces a nose UP pitching moment (but it can also depend on the configuration of the airplane, I guess)…but what you need to do is to get the nose down.
To summarize the book, what you need to do is to get throttle and stick input in phase with nose down, while holding MPO on - work to drive the nose to the ground. Literally rock the jet out of the hangup in AOA. Once you get the hang of it you’ll find that you’ve got the hang of it - go out solo in the nav TE or such, climb to high altitude to give yourself room to fall, and stall the jet - then recover. Climb back out, repeat. That’s how I learned to do it.
There are a couple other ways to do it too, involving side slip…but that’s risky because if you don’t understand what you are doing you can end up in a wicked inverted departure….
-
In a RL aircraft, lowering flaps generally produces a nose UP pitching moment (but it can also depend on the configuration of the airplane, I guess)…but what you need to do is to get the nose down.
…Read Nasa TP1538 page28 second and last chapter
As I said flaps induce a nose down
-
I find the best instruction about the why and how of deep stalls is the Code One Magazine article Semper Viper Deep Stalls and Departures. Depending on the software version rudder input is handled for you inverted or upright with the newer ones handling that for you. It can’t hurt to stab in pedal in any case.
Once you understand the pitch input, pitch moment relationship the MPO “rock out” procedure makes sense and you won’t recover by doing what the book told you to but by doing what you comprehend about the dynamics.
-
Thanks very much for mentioning “Code One Magazine” and that “Semper Viper” issue, Frederf! I had never heard of those things before.
I did a little Googling and found a PDF of the “Semper Viper” issue:
https://www.codeonemagazine.com/images/C1_SemperViper_1_1271449318_9999.pdf
Granted, it’s from 1993, but there is so much interesting stuff in there! I can’t wait to sit down and read it. :ranger:
I’m half-tempted to see if I can find an original physical copy, just so as to see uncompressed versions of the illustrations.
-
Read Nasa TP1538 page28 second and last chapter
As I said flaps induce a nose down
In the Turbo Arrow and most Pipers I’ve flown I had to put the yoke forward on lowering the flaps…so it’s not an “always”. Personally, with BMS I haven’t noted any pitch change at all in changing configuration, and I chalk that up to the flight controls doing their job.
-
In a RL aircraft, lowering flaps generally produces a nose UP pitching moment (but it can also depend on the configuration of the airplane, I guess)
Generally, lowering flaps in most light aircraft produces a nose DOWN pitching moment. Cant speak for all aircraft ever… but at least the Pipers and Cessnas Ive flown have all been this way.
There is a fairly good chance that if you pay attention in that Turbo Arrow, that you will notice that if you take your hands off the controls, and lower the flaps, that you will nose down (as well as start to climb).
The fact that you need to bunt when lowering flaps is more to control the sudden increase in lift and gain in altitude - i.e., controlling your velocity vector rather than counteracting a pitching moment.
Once you understand the pitch input, pitch moment relationship the MPO “rock out” procedure makes sense and you won’t recover by doing what the book told you to but by doing what you comprehend about the dynamics.
Is there a distinct difference, though? I kinda feel like the book instructions were pretty much how you get the nose down ASAP.
-
First comparing a pipper or Cessna to a f16 airframe is a bit strange
Secondly , we are taking about pitch behavior at 60 deg AOA here !!! So I doubt any of Cessna or pipper pilot ever tested that configuration lol
Wind tunnel testing by The nasa is clear : at this AOa , TEF is producing pitch down , this is written black on white in The wind tunnel results table