曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
2. Turning or Landing Stall - Reduce power to approximately 50% N1.
3. Maintain altitude or a slight rate of climb (200 - 300 FPM).
Sec. 3 Page 354
Rev. 11/15/02 #41 Continental
737
Flight Manual
Stall Recovery
Initiate recovery at first indication of a stall warning (buffet or stick shaker).
The objective of the recovery action is to accelerate to the normal maneuvering
airspeed with minimum altitude loss. This is accomplished by pushing the
throttles to their furthest forward position, calling “MAX THROTTLE,” and
leveling the wings if in a turn. Smoothly adjust attitude as necessary to hold
altitude (terrain avoidance), or manage altitude to minimum loss. If a pitch
change is required, it should be smooth and gradual. At most configurations
and gross weights, the aircraft will accelerate away from the stall warning
without changing pitch attitude. Less altitude is lost and the recovery is
simplified by not changing flap position.
The recovery procedures outlined above are for low altitude, minimum altitude
loss situations with terrain a factor. If an indication of an impending stall is
encountered at cruising altitude, it may be necessary to lower the pitch attitude
below the horizon to trade altitude for airspeed.
At intermediate altitudes when terrain contact is not a factor, the pitch attitude
should be lowered to approximately 5 degrees ANU while acceptable
acceleration is achieved.
All recoveries from approaches to stalls are performed as if an actual stall has
occurred. During stall recovery, smooth control inputs will help avoid or
minimize altitude loss.
Gear and flaps should be retracted only after altitude loss is arrested, and the
aircraft is accelerating toward the maneuvering speed.
If an approach to the stall is encountered with the autopilot engaged, apply limit
thrust and allow the aircraft to return to the normal speed. At high altitude, it
may be necessary to initiate a shallow descent to regain maneuvering speed. If
autopilot response is not acceptable, it should be disengaged.
737
Flight Manual Continental
Sec. 3 Page 355
Rev. 11/15/02 #41
APPROACH TO STALL RECOVERY
Sec. 3 Page 356
Rev. 11/15/02 #41 Continental
737
Flight Manual
ADVANCED MANEUVERS
Introduction
Recent studies in the airline industry have concluded that attention needs to be
focused on recovery from large bank angles and aircraft upsets. Flight tests
performed by Boeing and additional research have yielded some new findings
regarding lateral control and wake turbulence. Therefore, procedures have been
developed by B737 operators and CAL to facilitate recovery from large bank
angle upsets and unusual attitudes.
Crossover Point: May be defined as the point at which there is adequate aileron
available to counter a full rudder input. When at flaps 0, or at flaps 15 or
greater, the crossover point is at or near the stick shaker speed and therefore is
not normally a concern. At flaps 1 through 10 however, the crossover point was
found to be well above minimum maneuvering speed (1.3Vs) for the given flap
position. For this reason, flying the fixed speeds when maneuvering for landing
is strongly recommended.
Wake Turbulence: The wingtip vortices from an aircraft in level flight were
found to drop only 300 feet, remain parallel, and maintain the same intensity for
up to seven miles.
Upsets And Factors Affecting Recovery
Possible causes of upset may be wake turbulence, atmospheric conditions such
as windshear or mountain wave, and aircraft system malfunctions including but
not limited to uncommanded autopilot (yaw damper) or rudder inputs.
Human Factors
The NTSB is looking at human factors, such as a pilot’s natural hesitancy to
make abrupt movements of the flight controls. Additionally, due to aircraft
reliability, crews do not expect abnormal events. This causes reaction time
averages of four seconds in cruise and one second in the approach phase.
A significant factor involved with uncommanded changes in an aircraft’s flight
path is the “Startle Effect.” In nearly all documented uncommanded yaw
incidents, the crew perception of bank angle is two to three times the actual as
derived from the flight data recorder. This misperception of actual events is
attributed to the “startle effect.”
737
Flight Manual Continental
Sec. 3 Page 357
Rev. 11/15/02 #41
Advanced Maneuvers (Upset) Training
The Advanced Maneuvers (Upset) Training is being conducted in Initial
Training and Continuing Qualifications. The objective of this training is to
improve the pilot’s skill and knowledge, increase his confidence in himself and
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
737 FLIGHT MANUAL 737飞行手册2(93)
