Upset Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.20
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.20 Upset Recovery Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.24
Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.24
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.24 Airplane Performance in Windshear . . . . . . . . . . . . . . . . . . . . . . . 7.24 Avoidance, Precautions and Recovery . . . . . . . . . . . . . . . . . . . . . . 7.25
Preface
This chapter provides a quick reference summary of operating procedures and training maneuvers. The discussion portion of each illustration highlights important information. The flight profile illustrations represent the Boeing recommended basic configuration during the accomplishment of the flight maneuvers, and provides a basis for standardization and crew coordination.
The procedures recommended are based on minimizing crew workload, crew coordination and operational safety and provide a basis for standardization.
Acceleration to and Deceleration from VMO
Acceleration to and deceleration from VMO demonstrates performance capabilities and response to speed, thrust, and configuration changes throughout the medium altitude speed range of the airplane. This maneuver is performed in the full flight simulator and is for demonstration purposes only. It is normally performed at 10,000 to 15,000 feet, simulating slowdown to 250 knots due to speed restrictions.
VMO is a structural limitation and is the maximum operating indicated airspeed. It is a constant airspeed from sea level to the altitude where VMO and MMO coincide. MMO is the structural limitation above this altitude. Sufficient thrust is available to exceed VMO in level flight at lower altitudes. Failure to reduce to cruise thrust in level flight can result in excessive airspeed.
Begin the maneuver at existing cruise speed with the autothrottle connected and the autopilot disconnected. Set command speed to VMO. As speed increases observe:
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nose down trim required to keep airplane in trim and maintain level flight
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handling qualities during acceleration
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autothrottle protection at VMO. At a stabilized speed just below VMO execute turns at high speed while
maintaining altitude. Next, accelerate above VMO by disconnecting the autothrottle and increasing thrust.
When the overspeed warning occurs reduce thrust levers to idle, set command speed to 250 knots, and decelerate to command speed. Since the airplane is aerodynamically clean, any residual thrust results in a longer deceleration time. As airspeed decreases observe that nose up trim is required to keep airplane in trim and maintain level flight. During deceleration note the distance traveled from the time the overspeed warning stops until reaching 250 knots.
Once stabilized at 250 knots, set command speed to flaps up maneuvering speed and decelerate to command speed, again noting the distance traveled during deceleration. Observe the handling qualities of the airplane during deceleration.
This maneuver may be repeated using speedbrakes to compare deceleration times and distances.
Engine Out Familiarization
The exercises shown in the following table are performed to develop proficiency in handling the airplane with one engine inoperative and gain familiarization with rudder control requirements.
Condition One Condition Two
Airspeed Flaps up maneuvering speed V2
Landing Gear Up Down
Flaps Up 20
Thrust As Required MCT
When In Trim - Retard one thrust lever to idle Controls - Apply to maintain heading, wings level Rudder - Apply to center control wheel Airspeed - Maintain with thrust (Condition One) Pitch (Condition Two) Trim - As required to relieve control forces
One engine out controllability is excellent during takeoff roll and after lift-off. Minimum control speed in the air (VMCA) is below VR and VREF.
Rudder and Lateral Control
This familiarization is performed to develop proficiency in handling the airplane with an engine inoperative. It also helps to gain insight into rudder control requirements.
Under instrument conditions the instrument scan is centered around the attitude indicator. Roll is usually the first indication of an asymmetric condition. Roll control (ailerons) should be used to hold the wings level or maintain the desired bank angle. Stop the yaw by smoothly applying rudder at the same rate that thrust changes. When the rudder input is correct, very little control wheel displacement is necessary. Refine the rudder input as required and trim the rudder so the control wheel remains approximately level.
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