7.3 Maneuvers Flashcards
When an aural “PULL UP” or “TERRAIN” warning occurs:
- Autopilot disconnect
- Set max thrust
- Retract spoilers
- Rotate smoothly toward best angle of climb (approximately 15 degrees)
- Respect stick shaker
- Confirm that a safe ground clearance exists
• Note •
When flying under Day VMC conditions, should an EGPWS warning occur and the terrain and/or
obstacles are clearly in sight, immediately take positive corrective action until the EGPWS warning/
alert stops and terrain clearance is assured. At night or in IMC, perform the above EGPWS escape
maneuver.
— When an aural warning other than “PULL UP” occurs, initiate the corrective action to remove the cause of the warning.
• Note •
To permit maneuvering on final approach or backcourse approach to an unreliable ILS glideslope, at
RA
Compliance with a TCAS RA is mandatory, regardless of conditions. Whenever an RA is indicated, the PF will perform the
following actions:
- Disconnect the autopilot
- Adjust pitch and power as required
- Adjust vertical rate promptly and smoothly to comply with the guidance indicated on the VSI
- The PM will notify ATC of the RA and altitude deviation as soon as practical
• Note •
Most TCAS RAs are resolved with altitude changes of 300-500 feet.
• Note •
Regulations permit deviation from assigned altitude to comply with a TCAS RA.
Whenever flight path control becomes marginal at low altitude or when a “WINDSHEAR,” “WINDSHEAR,”
“WINDSHEAR” aural warning occurs accompanied by the PFD indications (flight director, AMI, and WINDSHEAR Red
Warning), the crew will perform the following:
• Immediately set maximum thrust
• Ensure spoilers are retracted
• Follow the flight director (FD) commands smoothly and precisely (DO NOT FOLLOW THE AMI)
• The stick shaker may come on intermittently during the commanded maneuver
• Do not attempt to regain lost airspeed until terrain contact is no longer a factor
• Do not change landing gear or flap configuration until the vertical flight path is under control and the AMI has been
removed, indicating the end of the windshear condition
• The PM will callout heights above terrain (RA) and “climbing/descending” throughout the windshear encounter
Example: “400 feet, descending” or “300 feet, climbing”
• The PM will notify ATC of the windshear condition as soon as practical
• Note •
A PFD amber WINDSHEAR caution indication does not necessitate an immediate recovery, but a red
WINDSHEAR warning indication may be imminent, and the crew should prepare for a windshear
recovery.
• Note •
TO/WS or GA/WS will remain as the active mode until another selection is made by the crew.
CLEAN STALL RECOVERY
Recovery:
• Simultaneously:
• Set max thrust (or firewall, if required)
• Ensure spoilers are retracted
• Level the wings
• Maintain pitch attitude (or slightly less) to minimize altitude loss
• Climb to a safe altitude, respecting the stick shaker
• Accelerate to 200 knots
• Reduce thrust
MANEUVERING STALL RECOVERY
Recovery:
• Simultaneously:
• Set max thrust (or firewall, if required)
• Ensure spoilers are retracted
• Level the wings
• Maintain pitch attitude (or slightly less) to minimize altitude loss
• Once a positive rate of climb is established, the aircraft is clear of stick shaker, and a positive airspeed trend is observed,
select flaps 8 and landing gear up
• Climb to a safe altitude, respecting the stick shaker
• Reconfigure as required while accelerating to 200 knots
• Reduce thrust
LANDING STALL RECOVERY
Recovery:
• Simultaneously:
• Set max thrust (or firewall, if required)
• Ensure spoilers are retracted
• Level the wings
• Maintain pitch attitude (or slightly less) to minimize altitude loss
• Once a positive rate of climb is established, the aircraft is clear of stick shaker, and a positive airspeed trend is observed,
select flaps 8 and landing gear up
• Climb to a safe altitude, respecting the stick shaker
• Reconfigure as required while accelerating to 200 knots
• Reduce thrust
WHAT ARE SOME FACTORS AFFECTING A STALL?
The stall AOA is normally constant for a given configuration. However, for swept wing turbojet airplanes the stall angle
generally reduces as altitude increases to the Mach effect.
• The stall AOA is reduced when slats are retracted.
• The stall AOA is reduced when flaps are extended.
• The stall AOA is reduced in ground effect.
• The stall AOA is reduced in a sideslip.
WARNING
On all airplanes, the stall AOA is reduced significantly when the wing, particularly the leading edge, is
contaminated.
STALL RECOVERY GENERAL
The primary pitch control (elevator) is the most effective control for recovery from an impending stall. It should be used to
reduce the AOA under all impending stall conditions.
In all cases, flight crew must be prepared to move the control column forward rapidly and sufficiently to obtain a prompt
reduction in wing AOA. A deliberate and sometimes significant, loss of altitude may be required in order to restore the aircraft
to a normal energy state and prevent an aerodynamic stall from occurring.
STALL RECOVERY LOW SPEED CUE
The low speed cue (alternating red and black checkerboard cue) provides an indication of the speed margin to stick shaker
during normal low speed maneuvers and approaches to stall. The top of the speed cue corresponds to 1.05 times the computed
stick pusher speed. Therefore the stick shaker speeds will be equal to or above the low speed cue.
STALL RECOVERY LOW SPEED AWARENESS CUE
The purpose of the low-speed awareness cue or green line is to promote a visual awareness indication on the PFD speed tape
that is 1.26 times (26% margin) above the stick shaker activation based on current flight conditions. The green line is
calculated through flap angle, AOA and Mach
HIGH ALTITUDE STALLS
During high altitude operations, situational awareness must be maintained at all times. If the nose attitude is excessively high,
performance may be so limited that the aircraft will not be capable of maintaining altitude and the airspeed may be lost. Under
these circumstances, a descent must be initiated immediately (trading altitude for airspeed) to prevent a stall from occurring.
Turbojet engines may experience surging or compressor stall possibly leading to loss of thrust or even flameout at excessive
angles of attack because of the disturbed airflow entering the engine inlet.
STALLS WITH ENGINES AT LOW RPMS
In some circumstances, an increase in engine thrust can be used to accelerate the aircraft from a low speed condition. Thus
minimizes the altitude loss required, especially at lower altitudes. At angles of attack associated with a stall warning, the
aerodynamic drag is high and engine acceleration may be slow, especially if the initial thrust is at idle (up to 8 seconds from
idle to maximum thrust), thus extending the recovery. In such circumstances a more pronounced or prolonged nose down pitch
input may be necessary and a significant altitude loss may occur during recovery
STALLS WITH ENGINES AT HIGH RPMS
If engines are already developing maximum or close to maximum thrust (for example, during Take-off, Go-around or High
Altitude operations), there will be little additional thrust available to aid in stall recovery. Therefore, a more pronounced or
prolonged nose down pitch input may be necessary. However, a significant altitude loss may occur during recovery
IMPENDING STALL
An angle-of-attack that causes an alert furnished either through inherent aerodynamics, such as buffeting, or by synthetic
means, such as stick shaker or an aural message, giving clear indications prior to a full stall to allow a pilot to prevent a full
stall. This term means the same as the approach-to-stall angle-of-attack, the first indication of stall, or the stall warning.
FULL STALL
Any one, or combination of, the following characteristics: (a) a nose down pitch that cannot be readily arrested; (b) buffeting of
a magnitude and severity that is a strong and effective deterrent to further speed reduction; (c) the pitch control reaches the aft
stop and no further increase in pitch attitude occurs when the control is held full aft; (d) activation of a stick pusher.
