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on the elevator.
Again, it is necessary to maneuver the airplane's flight path back toward the
horizon. At moderate pitch attitudes, applying nose-up elevator, reducing thrust,
and extending speedbrakes, if necessary, changes the pitch attitude to a desired
range. At extremely low pitch attitudes and high airspeeds (well above
VMO/MMO), nose-up elevator and nose-up trim may be required to establish a
nose-up pitch rate.
High Bank Angles
A high bank angle is one beyond that necessary for normal flight. Though the bank
angle for an upset has been defined as unintentionally more than 45 degrees, it is
possible to experience bank angles greater than 90 degrees.
Any time the airplane is not in “zero-angle-of-bank” flight, lift created by the
wings is not being fully applied against gravity, and more than 1 g is required for
level flight. At bank angles greater than 67 degrees, level flight cannot be
maintained within AFM load factor limits. In high bank angle increasing airspeed
situations, the primary objective is to maneuver the lift of the airplane to directly
oppose the force of gravity by rolling (in the shortest direction) to wings level.
Applying nose-up elevator at bank angles above 60 degrees causes no appreciable
change in pitch attitude and may exceed normal structure load limits as well as the
wing angle of attack for stall. The closer the lift vector is to vertical (wings level),
the more effective the applied g is in recovering the airplane.
A smooth application of up to full lateral control should provide enough roll
control power to establish a very positive recovery roll rate. If full roll control
application is not satisfactory, it may even be necessary to apply some rudder in
the direction of the desired roll.
October 31, 2006
777/787 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
7.30 FCT 777/787 Preliminary (TM)
Only a small amount of rudder is needed. Too much rudder applied too quickly or
held too long may result in loss of lateral and directional control or structural
failure.
Nose High, High Bank Angles
A nose high, high angle of bank upset requires deliberate flight control inputs. A
large bank angle is helpful in reducing excessively high pitch attitudes. The pilot
must apply nose-down elevator and adjust the bank angle to achieve the desired
rate of pitch reduction while considering energy management. Once the pitch
attitude has been reduced to the desired level, it is necessary only to reduce the
bank angle, ensure that sufficient airspeed has been achieved, and return the
airplane to level flight.
Nose Low, High Bank Angles
The nose low, high angle of bank upset requires prompt action by the pilot as
altitude is rapidly being exchanged for airspeed. Even if the airplane is at a high
enough altitude that ground impact is not an immediate concern, airspeed can
rapidly increase beyond airplane design limits. Simultaneous application of roll
and adjustment of thrust may be necessary. It may be necessary to apply
nose-down elevator to limit the amount of lift, which will be acting toward the
ground if the bank angle exceeds 90 degrees. This also reduces wing angle of
attack to improve roll capability. Full aileron and spoiler input should be used if
necessary to smoothly establish a recovery roll rate toward the nearest horizon. It
is important to not increase g force or use nose-up elevator or stabilizer until
approaching wings level. The pilot should also extend the speedbrakes as needed.
Upset Recovery Techniques
It is possible to consolidate and incorporate recovery techniques into two basic
scenarios, nose high and nose low, and to acknowledge the potential for high bank
angles in each scenario described above. Other crew actions such as recognizing
the upset, reducing automation, and completing the recovery are included in these
techniques. The recommended techniques provide a logical progression for
recovering an airplane.
If an upset situation is recognized, immediately accomplish the Upset Recovery
maneuver found in the non-normal maneuvers section in the QRH.
October 31, 2006
777/787 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 7.31
Windshear
General
Improper or ineffective vertical flight path control has been one of the primary
factors in many cases of flight into terrain. Low altitude windshear encounters are
especially significant because windshear can place the crew in a situation which
requires the maximum performance capability of the airplane. Windshear
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787机组训练手册Flight Crew Training Manual 787(118)
