Steep Turns
The objective of the steep turn maneuver is to familiarize the pilot with airplane
handling characteristics and improve the instrument cross check. During training, 45° of bank is used. It is not intended that the pilot should bank greater than 25° to 30° for normal, or non-normal procedures. If so equipped, the GPWS gives momentary bank angle alerts up to 45°.
Note: Stabilizer trim is not recommended during the steep turn maneuver because of increased workload during roll out.
Entry
Stabilize airspeed at 250 knots on heading and altitude. Use a normal turn entry. An increase in pitch is required as the bank angle is increased to maintain constant altitude. An increase in thrust is required to maintain constant airspeed.
During Turn
Pitch and thrust control are the same as for a normal turn; however, larger pitch adjustments are required for a given altitude deviation. Trimming during the maneuver is not recommended. Varying the angle of bank while turning makes pitch control more difficult. If altitude loss becomes excessive, reduce the angle of bank as necessary to regain positive pitch control.
Smooth and positive control is required. A rapid instrument scan is required to detect deviations early enough to be corrected by small adjustments.
Attitude Indicator
The attitude indicator is reliable for accurate pitch and bank information throughout the turn. Precession error does not exist because the IRS is the source of attitude information.
Vertical Speed Indicator
IRS vertical speed indications are reliable during the turn.
Altimeter
Crosscheck the direction and rate of change, and make smooth minor adjustments to the pitch attitude for corrections.
Airspeed
Airspeed changes very slowly because of small changes in thrust and drag. Anticipate thrust changes and apply them at the first indication of change on the airspeed indicator or speed tape (as installed). An increase in thrust is required as bank angle increases.
Note: If the command speed is set to target speed on the MCP, the airspeed fast/slow indicator (as installed) on the attitude display indicates thrust change required.
Rollout
Higher than normal pitch attitude and thrust is used during the turn. Roll out at the same rate as used with normal turns. Normally rollout should begin 15° to 20° prior to the desired heading.
Terrain Avoidance
The Ground Proximity Warning System (GPWS) PULL UP Warning occurs when an unsafe distance or closure rate is detected with terrain below the airplane. The Look-ahead terrain alerting (as installed) also provides an aural warning when an unsafe distance is detected from terrain ahead of the airplane. Immediately accomplish the Terrain Avoidance maneuver found in the non-normal maneuvers section in the QRH.
Do not attempt to engage the autopilot and/or autothrottle until terrain clearance is assured.
Traffic Alert and Collision Avoidance System (TCAS)
TCAS is designed to enhance crew awareness of nearby traffic and issue advisories for timely visual acquisition or appropriate vertical flight path maneuvers to avoid potential collisions. It is intended as a backup to visual collision avoidance, application of right-of-way rules and ATC separation.
Use of TA/RA, TA Only, and Transponder Only Modes
TCAS operation should be initiated just before takeoff and continued until just after landing. Whenever practical, the system should be operated in the TA/RA mode to maximize system benefits. Operations in the Traffic Advisory (TA) Only or TCAS Off (Transponder Only) modes, to prevent nuisance advisories and display clutter, should be in accordance with operator policy.
The responsibility for avoiding collisions still remains with the flight crew and ATC. Pilots should not become preoccupied with TCAS advisories and displays at the expense of basic airplane control, normal visual lookout and other crew duties.
Traffic Advisory (TA)
A Traffic Advisory (TA) occurs when nearby traffic meets system minimum separation criteria, and is indicated aurally and visually on the TCAS traffic display. If a TA is received, immediately accomplish the Traffic Avoidance recall procedure in the QRH.
Maneuvers based solely on a TA may result in reduced separation and are not recommended.
The TA ONLY mode may be appropriate under the following circumstances:
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during takeoff toward known nearby traffic (in visual contact) which
would cause an unwanted RA during initial climb
