737 Flight Crew Training Manual
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.
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.
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7.36 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
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.
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