Overbank Nose-Low Recovery


AIRPLANE UPSET RECOVERY TRAINING AID – REVISION 1

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RECOVERY TRAINING SERIES:
UPSET RECOVERY TRAINING AID:

  1. NOSE-LOW OVERBANK RECOVERY (this page)
  2. NOSE-HIGH LOW-BANK RECOVERY

THE FOLLOWING GUIDANCE IS AN EXCERPT FROM:
AIRPLANE UPSET RECOVERY TRAINING AID – REVISION 1 (URTA)
Industry Solutions for Large Swept-Wing Turbofan Airplanes Typically Seating More Than 100 Passengers


APS Commentary: Below APS has provided a Ground Training and Flight Training Video meeting the format and prioritization of the URTA recovery procedures. At APS we generally teach the Power-Push-Roll technique applicable to pilots from General Aviation through Transport Category airplanes. In the URTA presentation below, the technique is slightly modified to follow the URTA flow of Push-Power-Roll. Regardless of the specific order of the steps and timing of the power/thrust decision, it is critically important for the aircraft be unloaded (“push” to reduce g-loading to less than 1-G) prior to initiating the roll to a wings level flight condition. In a nose-low situation where Va (maneuvering speed) has been exceeded, or will be exceeded, it is very important that the power/thrust be reduced (speed-brakes/spoilers if appropriate) to minimize altitude loss during the recovery. For a detailed explanation on dive recovery considerations, please refer to APS’s article on Dive Recovery Techniques. More background information on the URTA can be found on the APS Web Site – click here. Please take a moment to submit your feedback to APS on this clip.

PS: Don’t miss “The Incredible Floating Dog Clip” at the end of this summary. Unfortunately, it’s only in High-Res Windows Media Format (WMV)


AIRPLANE UPSET RECOVERY TRAINING AID – REVISION 1 (URTA)
SECTION 2 PAGE: 2-42
2.6.3.4 High-Bank-Angle Recovery Techniques

Bank angles can exceed 90 deg. In high-bank situations, the primary objective is to roll the airplane in the shortest direction to near wings level. However, if the airplane is stalled, it is first necessary to recover from the stall.

Situation:

  • Bank angle greater than 45 deg.
  • Pitch attitude lower than 10 deg, nose low.
  • Airspeed increasing.

A nose-low, high-angle-of-bank attitude requires prompt action, because altitude is rapidly being exchanged for airspeed. Even if the airplane is at an altitude where ground impact is not an immediate concern, airspeed can rapidly increase beyond airplane design limits. Recognize and confirm the situation. Disengage the autopilot and auto-throttle. Simultaneous application of roll and adjustment of thrust may be necessary.

It may be necessary to unload the airplane by decreasing backpressure to improve roll effectiveness. If the airplane has exceeded 90 deg of bank, it may feel like “pushing ” in order to unload. It is necessary to unload to improve roll control and to prevent pointing the lift vector towards the ground.

Full aileron and spoiler input may be necessary to smoothly establish a recovery roll rate toward the nearest horizon. It is important that positive g force not be increased or that nose-up elevator or stabilizer trim be used until the airplane approaches wings level. If the application of full lateral control (ailerons and spoilers) is not satisfactory, it may be necessary to apply rudder in the direction of the desired roll.

Only a small amount of rudder input is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control and cause structural damage.

As the wings approach level, extend speed-brakes, if required. Complete the recovery by establishing a pitch, thrust, and airplane drag device configuration that corresponds to the desired airspeed. In large transport-category airplanes, do not attempt to roll through (add pro-roll controls) during an upset in order to achieve wings level more quickly. Roll in the shortest direction to wings level.


Question: How credible is the AIRPLANE UPSET RECOVERY TRAINING AID – REVISION 1? Here’s who wrote and endorsed it:

ABX Air, Inc., A.M. Carter Associates (Institute for Simulation & Training). Air Transport Association, Airbus, Air Line Pilots Association, AirTran Airways, Alaska Airlines, Inc., All Nippon Airways Co., Ltd., Allied Pilots Association, Aloha Airlines, Inc., American Airlines, Inc., American Trans Air, Inc., Ansett Australia, Bombardier Aerospace Training Center (Regional Jet Training Center), British Airways, Calspan Corporation, Cathay Pacific Airways Limited, Cayman Airways, Ltd., Civil Aviation House, Continental Airlines, Inc., Delta Air Lines, Inc., Deutsche Lufthansa AG, EVA Airways Corporation, Federal Aviation Administration, FlightSafety International, Flight Safety Foundation, Hawaiin Airlines, International Air Transport Association, Japan Airlines Co., Ltd., Lufthansa German Airlines, Midwest Express Airlines, Inc., National Transportation Safety Board, Northwest Airlines, Inc., Qantas Airways, Ltd., SAS Flight Academy, Southwest Airlines, The Boeing Company, Trans World Airlines, Inc., United Air Lines, Inc., Upset Doamain Training Institute, US Airways, Inc., Veridian Rev 1_August 2004


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