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Stick Shaker and Stall Speed
767-400
Airspeed (KCAS)
120
160
200
240
280
240 280 320 360 400 440 480
Gross Weight - 1000 lbs (Kgs)
(108.9) (127.0) (145.1) (163.3) (181.4) (199.6) (217.8)
Stick Shaker
Stall Speed
Maneuver Speed (VREF30+80)
Flaps Up
Gear Up
10,000 Ft
Idle Thrust
Forward CG
Airspeed (KCAS)
100
120
160
200
240
240 280 320 360 400 440 480
Gross Weight - 1000 lbs (Kgs)
(108.9) (127.0) (145.1) (163.3) (181.4) (199.6) (217.8)
Stick Shaker
Stall Speed
All Engine Climb Speed (V2+15)
Flaps 5
Gear Up
10,000 Ft
Idle Thrust
Forward CG
October 31, 2004
767 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 7.17
Stick Shaker and Stall Speed
767-400
Airspeed (KCAS)
80
120
160
200
240
240 280 320 360 400 440 480
Gross Weight - 1000 lbs (Kgs)
(108.9) (127.0) (145.1) (163.3) (181.4) (199.6) (217.8)
Stick Shaker
Stall Speed
Flaps 20
Gear Up
10,000 Ft
Idle Thrust
Forward CG
Airspeed (KCAS)
80
120
160
200
240
240 280 320 360 400 440 480
Gross Weight - 1000 lbs (Kgs)
(108.9) (127.0) (145.1) (163.3) (181.4) (199.6) (217.8)
All Engine Climb Speed (V2+15)
Flaps 30
Gear Down
10,000 Ft
Idle Thrust
Forward CG
Landing Speed (VREF30)
Stick Shaker
Stall Speed
October 31, 2004
767 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
7.18 FCT 767 (TM)
Recovery from a Fully Developed Stall
An airplane may be stalled in any attitude (nose high, nose low, high angle of
bank) or any airspeed (turning, accelerated stall). It is not always intuitively
obvious that the airplane is stalled.
An airplane stall is characterized by any one (or a combination) of the following
conditions:
• buffeting, which could be heavy
• lack of pitch authority
• lack of roll control
• inability to arrest descent rate.
These conditions are usually accompanied by a continuous stall warning. A stall
must not be confused with the stall warning that alerts the pilot to an approaching
stall. Recovery from an approach to a stall is not the same as recovery from an
actual stall. An approach to a stall is a controlled flight maneuver; a stall is an
out-of-control, but recoverable, condition.
Note: Anytime the airplane enters a fully developed stall, the autopilot and
autothrottle should be disconnected.
To recover from a stall, angle of attack must be reduced below the stalling angle.
Nose down pitch control must be applied and maintained until the wings are
unstalled. Application of forward control column (as much as full forward may be
required) and the use of some nose-down stabilizer trim should provide sufficient
elevator control to produce a nose-down pitch rate. It may be difficult to know
how much stabilizer trim to use, and care must be taken to avoid using too much
trim. Pilots should not fly the airplane using stabilizer trim, and should stop
trimming nose down when they feel the g force on the airplane lessen or the
required elevator force lessen.
Under certain conditions, on airplanes with underwing-mounted engines, it may
be necessary to reduce thrust in order to prevent the angle of attack from
continuing to increase. Once the wing is unstalled, upset recovery actions may be
taken and thrust reapplied as necessary.
If normal pitch control inputs do not stop an increasing pitch rate in a nose high
situation, rolling the airplane to a bank angle that starts the nose down may be
effective. Bank angles of about 45°, up to a maximum of 60°, could be needed.
Normal roll controls - up to full deflection of ailerons and spoilers - may be used.
Unloading the wing by maintaining continuous nose-down elevator pressure
keeps the wing angle of attack as low as possible, making the normal roll controls
as effective as possible.
October 31, 2004
767 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 7.19
Finally, if normal pitch control then roll control is ineffective, careful rudder input
in the direction of the desired roll may be required to initiate a rolling maneuver
recovery.
WARNING: Only a small amount of rudder is needed. Too much rudder
applied too quickly or held too long may result in loss of lateral
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767机组训练手册Flight Crew Training Manual (FCTM)767(107)
