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Bank angles can exceed
90 deg. In high-bank situations, the
primary objective is to roll the airplane
in the shortest direction to near
wings level. However, if the airplane
is stalled, it is first necessary
to recover from the stall.
Situation:
- Bank angle greater than 45 deg.
- Pitch attitude lower than 10
deg, nose low.
- Airspeed increasing.
A nose-low, high-angle-of-bank
attitude requires prompt action, because
altitude is rapidly being exchanged
for airspeed. Even if the airplane
is at an altitude where ground impact
is not an immediate concern, airspeed
can rapidly increase beyond airplane
design limits. Recognize and confirm
the situation. Disengage the autopilot
and auto-throttle. Simultaneous application
of roll and adjustment of thrust may
be necessary.
It may be
necessary to unload the airplane
by decreasing backpressure to improve
roll effectiveness. If the airplane
has exceeded 90 deg of bank, it
may feel like “pushing ” in order
to unload. It is necessary to unload
to improve roll control and to prevent
pointing the lift vector towards
the ground.
Full
aileron and spoiler input may be necessary
to smoothly establish a recovery roll
rate toward the nearest horizon. It
is important that positive g force
not be increased or that nose-up elevator
or stabilizer trim be used until the
airplane approaches wings level. If
the application of full lateral control
(ailerons and spoilers) is not satisfactory,
it may be necessary to apply rudder
in the direction of the desired roll.
Only
a small amount of rudder input is
needed. Too much rudder applied
too quickly or held too long may
result in loss of lateral and directional
control and cause structural damage.
As
the wings approach level, extend speed-brakes,
if required. Complete the recovery
by establishing a pitch, thrust, and
airplane drag device configuration
that corresponds to the desired airspeed.
In large transport-category airplanes,
do not attempt to roll through (add
pro-roll controls) during an upset
in order to achieve wings level more
quickly. Roll in the shortest direction
to wings level. |
| Question:
How credible is the
AIRPLANE UPSET RECOVERY
TRAINING AID – REVISION 1?
Here's who wrote and endorsed it:
ABX
Air, Inc., A.M. Carter Associates
(Institute for Simulation & Training).
Air Transport Association, Airbus,
Air Line Pilots Association, AirTran
Airways, Alaska Airlines, Inc., All
Nippon Airways Co., Ltd., Allied Pilots
Association, Aloha Airlines, Inc.,
American Airlines, Inc., American
Trans Air, Inc., Ansett Australia,
Bombardier Aerospace Training Center
(Regional Jet Training Center), British
Airways, Calspan Corporation, Cathay
Pacific Airways Limited, Cayman Airways,
Ltd., Civil Aviation House, Continental
Airlines, Inc., Delta Air Lines, Inc.,
Deutsche Lufthansa AG, EVA Airways
Corporation, Federal Aviation Administration,
FlightSafety International, Flight
Safety Foundation, Hawaiin Airlines,
International Air Transport Association,
Japan Airlines Co., Ltd., Lufthansa
German Airlines, Midwest Express Airlines,
Inc., National Transportation Safety
Board, Northwest Airlines, Inc., Qantas
Airways, Ltd., SAS Flight Academy,
Southwest Airlines, The Boeing Company,
Trans World Airlines, Inc., United
Air Lines, Inc., Upset Doamain Training
Institute, US Airways, Inc., Veridian
Rev 1_August 2004 |
