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his aircraft, and heighten the pilot’s level of awareness.
This training is intended to teach the pilot how to recognize and apply the
correct recovery procedures, in a timely manner, if an unusual attitude should be
encountered for any reason. Over time there have been numerous incidents
where aircraft have encountered unstable flight conditions or uncommanded
control inputs resulting in an upset attitude. In most cases involving air carrier
aircraft there was significant but recoverable loss of control. While flying at the
fixed maneuvering speeds gives the pilot more aileron authority to counter an
uncommanded rudder deflection, the most important factor is an immediate
and aggressive action on the part of the crew.
· Maneuvers Demonstrated in Upset Training
#1 Rudder hardover and recovery
#2 Roll to 135° bank, with gear up, and recover
#3 Excessive pitch recovery
Recovery
· Recognize and cross-check attitude
· Call out “ATTITUDE”
· Hold control wheel firmly
· Disconnect autopilot and autothrottles
(CWS will further complicate the recovery if the autopilot is not
disengaged.)
· Initiate recovery procedure
- Nose High: Increase bank not to exceed 90°, allow nose to fall to
level attitude, roll out.
OR
- Nose Low: Decrease bank before adjusting pitch. Do not apply back
pressure until bank is less than 10°.
- Roll and apply rudder towards the bank indicator (SKY POINTER).
- Adjust thrust: Differential thrust may be required if speed is below the
crossover point. (Add power to the low wing.)
Sec. 3 Page 358
Rev. 11/15/02 #41 Continental
737
Flight Manual
Conclusion
Immediate and proper recovery is essential. Decrease bank prior to any attempt
to recover altitude, accept altitude loss in order to prevent an accelerated stall.
DO NOT PULL UNTIL THE ANGLE OF BANK IS LESS THAN 10°.
Full control wheel deflection toward the “sky pointer” may be required and
continued full control wheel deflection may be necessary to maintain level flight.
Flying at the fixed maneuvering speeds will keep the aircraft at or above the
crossover point, and allow the necessary lateral control.
Maneuvering Speeds
With the new data available regarding crossover speeds, greater emphasis is
being placed on flying at the fixed maneuvering speeds, particularly at flaps 1
through 10. In addition to greater fuel efficiency and better over-the-nose
visibility, flying at these speeds provides increased roll (lateral) control.
>>@ Flap Maneuvering Speed Schedule (VM)
FLAP POSITION AT & BELOW 117,000 LBS. ABOVE 117,000 LBS.
Flaps 0 210 220
Flaps 1 190 200
Flaps 5 180 190
Flaps 10 170 180
Flaps 15 150 160
Flaps 25 140 150
BCD Flap Maneuvering Speed Schedule (VM)
Flaps 0 VM Flaps 0 Speed Bug
Flaps 1 VM Flaps 1 Speed Bug
Flaps 5 VM Flaps 5 Speed Bug
Flaps 10 VM Flaps 10 Speed Bug
Flaps15 VM Flaps 15 Speed Bug
Flaps 25 VM Flaps 25 Speed Bug
The above table depicts the maneuvering speeds as published by Boeing
Aircraft. As long as there is minimum delay in applying the correct control
input, these speeds provide adequate control capability should a rudder
hardover occur. As bank angle increases, crossover speed also increases, to a
point where power or altitude will have to be adjusted to maintain a high enough
speed for recovery.
737
Flight Manual Continental
Sec. 3 Page 359
Rev. 11/15/02 #41
TRAINING
GENERAL
The purpose of this section is to provide pilots with an overall view of what is
expected of them during Continuing Qualification training. In order for the
training periods to provide maximum value, it is critical that the systems and
maneuvers for that period be reviewed in detail. It is also beneficial to
thoroughly review your Jeppesen charts for the airport to be used during the
event. Flight manual knowledge validation will be accomplished during the
MV or LOE briefing.
All simulator / FTD training events are conducted with a full crew.
For specific information, concerning the briefing subjects, maneuvers, and
airports to be used for each event refer to the AQP Continuing Qualification
Training Bulletin for the specific year.
CONTINUING QUALIFICATION EVENTS
As a result of operational requirements and line pilot input, refinements and
enhancements are continually being made to the Continuing Qualification (CQ)
Training Program. The program consists of the following events, scheduled for
maximum effectiveness and continuity:
1. Maneuvers Validation
　
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