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protection control laws and design features with emphasis on providing pilot override
authority.
· Research should be conducted on a g limiting system that takes into account current
weight, Mach, airspeed, and CG, and varies the aircraftÕs g capability accordingly.
· A320/A330/A340 operators should use the manufacturers recommended full aft stick
CFIT recovery procedure.
· B-777 operators should use the manufacturerÕs recovery procedure.
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Appendix A
Effects Of Additional Thrust On Windshear Recovery
Evaluation of Engine Effects on
Takeoff Performance in Windshear
using the A-320 Simulator
Harry Walker
United Airlines
17 Jan 1999
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I. Overview
This test was conducted as an evaluation of the effects of two different engine models on the
performance of the A-320 during the takeoff event with windshear. Of interest was the
performance in respect to altitude loss, airspeed decay, and time to climb out of the windshear
area. The two different engine models were the PW 2522 engine and the PW 2524 engine.
II. Equipment Description
The evaluation was conducted on the A-320 simulator number one at UAL DENTK. It
contained all aero models for the A-320 as well as being fleet representative of the current
UAL fleet. The engines were simulated using power management tables (attach 1) for the PW
2522 (V2522-AS) and the PW 2524 (V2524-AS). Simulator engineer Jason Hartman (UAL)
incorporated these models into the UAL simulation in lieu of the standard engine models.
These new power models were used to simulate the engine configurations of the A-319. The
PW 2522 produces approximately 2200lbs of thrust per engine and the PW 2524 produces
approximately 2400lbs of thrust per engine.
III. Data Acquisition
F/O Harry Walker (test pilot), Capt. Jef Fleener (previously an A-320 Capt. at UAL), and
Capt. Dennis Taylor (UAL 737-300 Capt.) conducted the evaluation. The simulator was
placed at a representative gross weight (approx. 160,000 lbs.) and in position on the runway.
A normal takeoff was performed and the autopilot was engaged shortly after the gear was
retracted. All data were collected using the standard operating procedure as printed in the
UAL A-320 flight manual pg. 6-217 (attach 2). Test conditions were standard day, gear up
prior to windshear, flaps 1. Windshear models 2 and 4 were used. Model 2 has a windshear
event occur at approximately 55 feet AGL. Windshear model 4 has the windshear event occur
at approximately 550 feet AGL. Four event sets were flown. Set one with the PW 2522
engine, windshear model 4. Set Two was with the PW 2524 windshear model 4. Set Three
was with the PW 2522 engine with windshear model 2. Set Four was with the PW 2524
engine with windshear model 2. Once windshear was detected (start of airspeed loss) the
TO/GA button was pushed and the throttles pushed to maximum and held there to eliminate
any autotthrottle tendencies to reduce thrust. The autopilot was disengaged, pitch attitude
rotated toward 17.5 and SRS guidance was used. Speed brakes were confirmed retracted and
flight path was controlled to follow SRS command bars. The simulator windshear recoverytraining
program automatically generated data at attachment 3.
IV. Findings / Results
During the windshear model 4 events the PW 2522 engine configuration had on average a 495
ft altitude loss, an airspeed loss of 54.5 KIAS, and spent 51.75 seconds in the event. The PW
2524 engine configuration had an average 395 ft loss, an airspeed loss of 41.5 KIAS, and spent
51.25 seconds in the event.
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During the windshear model 2 event the PW 2522 engine configuration had on average a 185 ft
altitude loss, an airspeed loss of 37.75 KIAS loss and spent 32.5 seconds in the event. The
PW 2524 engine configuration had an average 120 ft altitude loss, a 42.75 KIAS loss and spent
34.25 seconds in the event.
Windshear Model 4 Windshear Model 2
Averages PW 2522 PW 2524 PW 2522 PW 2524
Alt Loss 495ft 395 ft 185 ft 120 ft
Airspeed Loss 54.5 KIAS 41.5 KIAS 37.75 KIAS 42.75 KIAS
Time in Event 51.75 Sec 51.25 Sec 32.5 Sec 34.25 Sec
V. Conclusions / Recommendations
The data at attachment three shows the positive effect of extra thrust during windshear
recoveries. On average, the aircraft will lose 100ft less, 13KIAS, and spend approximately the
same time in the windshear event (0.5 sec delta). As windshear is a random event a direct
correlation between each event is not possible but in the aggregate extra thrust increases the
aircraftÕs ability to avoid ground contact in the event of windshear. Increased thrust also
reduced the amount of time the aircraft was exposed to the low altitude windshear event. This
　
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