APPENDIX 3-B Airplane Upset Recovery Briefing

g T in urb t-W o p fa e n w S A Industry Solutions for Large ir Than 100 Passengers p ore la ne M s ing Briefing Typically Seat

Figure 3-B.1

Revision 1_August 2004 Airplane Upset Recovery

Figure 3-B.2 Causes of Airplane Upset

Figure 3-B.3 Airplane Upset Recovery

Figure 3-B.4 Upset Recovery Training Objectives

• To increase the pilot’s ability to recognize and avoid upset situations. • To improve the pilot’s ability to recover control, if avoidance is not successful.

Figure 3-B.5 Upset Recovery Training Will Review

• The causes of airplane upsets • Swept-wing airplane fundamentals • Airplane upset recovery techniques

Figure 3-B.6 What is “Airplane Upset?”

Figure 3-B.7 Causes of Airplane Upset Incidents Are

• Environmentally induced • Systems-anomalies induced • Pilot induced • A combination of all three

Figure 3-B.8 Environmental Causes of Airplane Upset Include

• Turbulence • Clear air turbulence • Mountain wave • Windshear • Thunderstorms • Microbursts • Wake turbulence • Airplane icing

Figure 3-B.9 Turbulence Is Primarily Caused by

• Jet streams • Convective currents • Obstructions to wind flow • Windshear

Figure 3-B.10 Clear Air Turbulence (CAT) Is Characterized by Marked Changes in

• Pressure • Temperature • Wind direction • Wind velocity

Figure 3-B.11 Mountain Wave Turbulence

Figure 3-B.12 Windshear

Figure 3-B.13 Thunderstorms

Figure 3-B.14 Microbursts

Cloud Base

Virga or Downdraft rain Outflow front Horizontal vortex

1000 ft Approximate scale 0 1000 ft

Outflow

Figure 3-B.15 Wake Turbulence

Figure 3-B.16 Airplane Icing

Figure 3-B.17 System-Anomalies Induced Airplane Upsets Primarily Involve

• Flight instruments • Autoflight systems • Flight controls and other anomalies

Figure 3-B.18 System-Anomalies Induced Airplane Upsets

Figure 3-B.19 Flight Instruments

Figure 3-B.20 Autoflight Systems

Figure 3-B.21 Flight Control and Other Anomalies

Figure 3-B.22 Pilot-Induced Causes of Airplane Upset Include

• Instrument misinterpretation or slow cross-check • Inattention and distraction from primary cockpit du- ties • Vertigo or spatial disorientation

Figure 3-B.23 Instrument Cross-Check

Figure 3-B.24 Distraction

Figure 3-B.25 Vertigo or Spatial Disorientation

Figure 3-B.26 Improper Use of Airplane Automation

Figure 3-B.27 Causes of Airplane Upsets—Summary

1. Environmental: Turbulence, CAT, mountain wave, windshear, thunder- storms, microbursts, wake turbulence, and airplane icing 2. Systems anomalies: Flight instruments, autoflight systems, and flight control anomalies 3. Pilot induced: Instrument cross-check, inattention and distraction from primary cockpit duties, vertigo or spatial disorientation, and improper use of airplane automation

Figure 3-B.28 Swept-Wing Airplane Fundamentals Will Overview

• Flight dynamics • Energy states • Load factors • Aerodynamic flight envelope • Aerodynamics

Figure 3-B.29 Flight Dynamics

Figure 3-B.30 The Three Sources of Energy Available to the Pilot Are

1. Kinetic energy, which increases with increasing speed 2. Potential energy, which is approximately proportional to alti- tude

Figure 3-B.31 Energy Relationships

Kinetic energy Aerodynamic forces, maneuver capability

Potential energy

Chemical energy

Figure 3-B.32 Load Factors—Four Forces of Flight

Lift = 1 x weight Level flight path Drag Thrust Weight

Figure 3-B.33 Load Factors—Airplane in Pull-Up

Lift > 1 x weight

Flight path is curved.

Weight

Figure 3-B.34 Aerodynamic Flight Envelope

3 Flaps up V = flaps up 1-g stall S1 speed 2 Flaps down V = design maneuver Load A speed, flaps up factor 1 V = design structured C cruising speed

VV V = design dive speed S1 AVV CDD 0 Airspeed

-1 Flaps up

M = maximum operating MO Maximum operating altitude Mach number

M = maximum flight- MDF DF M demonstrated Mach MO number

V = maximum operating Altitude MO airspeed Stall V = maximum flight- speed* DF demonstrated airspeed VMO VDF * Function of airplane Airspeed configuration and load factor.

Figure 3-B.35 Angle of Attack

Flight path vector

Angle of attack is the difference between pitch attitude and flight path angle (assumes no wind).

Angle of attack Pitch attitude Velocity Flight path angle Horizon

Figure 3-B.36 Stalls

Figure 3-B.37 Camber

Mean camber line

Leading edge Trailing edge

Chord line Cambered Airfoil

Symmetrical Airfoil Modern Aft-Cambered Airfoil

Figure 3-B.38 Trailing Edge Control Surfaces

Angle of attack Relative wind

ol Stall Lift coefficient Deflected contr Control surface deflection

No deflection

Angle of attack

Figure 3-B.39 Spoiler Devices

Separation Separation Spoiler deflected region Spoiler deflected region

Flaps Up Flaps Down

Figure 3-B.40 Trim

Smaller additional deflection available, this direction

Maximum deflection

Deflected trim tab holds surface away from neutral position

Larger additional deflection available, this direction

Maximum deflection

Figure 3-B.41 Lateral and Directional Aerodynamic Considerations

The magnitude of coupled roll-due-to-sideslip is de- termined by several factors, including • Wing dihedral effects • Angle of sideslip • Pilot-commanded sideslip

Figure 3-B.42 Wing Dihedral Angle

Dihedral angle

Figure 3-B.43 Angle of Slideslip

Sideslip Left rudder, angle “Cross- right aileron/ controlled” spoiler

Airplane velocity

Relative wind

Relative wind Spoilers up

Aileron down Aileron up

Rudder deflected left to hold sideslip angle

Figure 3-B.44 High-Speed, High-Altitude Characteristics

110 105 100

95 90 85 80 75 oss weight, kg x 1000 Gr 70 65 60

Altitude margin

Low- High- speed speed margin margin

35 36 37 38 39 40 41 42 43 0 15 20 25 30 35 40 45 50 55 60 Bank angle, deg

Altitude x 1000 Ref. line 0.45 0.50 0.55 0.60 0.65 0.70 0.75 0.80 0.85 10 20 30 40 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0 CG percent MAC Normal acceleration to initial buffet, g True Mach number (MT)

Cruise altitude Cruise altitude Cruise altitude ficient of lift ficient of lift ficient of lift

Coef Mach Coef Mach Coef Mach Airplane A Airplane B Airplane C

Figure 3-B.45 Static Stability

Stable Unstable Neutral When ball is displaced, When ball is displaced, When ball is displaced, it returns to its original it accelerates from its it neither returns, nor position. original position. accelerates away—it just takes up a new position.

Figure 3-B.46 Maneuvering in Pitch

Lift

Wing-body moment

Drag

Tail lift Tail distance Thrust Wing distance Engine distance

Weight

Total (Moment) ++(Moment) (Moment) + (Moment) = pitching Tail Lift Thrust Wing-body moment

Tail Tail Wing Wing Thrust Engine (Moment) Total ++ + = lift **distance lift distance * distance Wing-body pitching moment

Figure 3-B.47 Mechanics of Turning Flight

Horizontal component produces curved flight path = turn Additional lift required so that vertical Lift component still equals weight

Weight

4

3

Load 2 factor, g's

1

0510 20 30 40 0 60 70 Bank angle, deg

Figure 3-B.48 Lateral Maneuvering—Roll Axis

Lateral axis Longitudinalaxis

Center of gravity

Roll Vertical axis

Figure 3-B.49 Lateral Maneuvering—Flight Dynamics

Figure 3-B.50 Directional Maneuvering—Yaw Axis

Yaw

Lateral axis Longitudinalaxis

Center of gravity Vertical axis

Figure 3-B.51 Flight at Extremely Low Airspeeds

Figure 3-B.52 Flight at Low Airspeeds and Thrust Effects

Figure 3-B.53 Flight at Extremely High Speeds

Figure 3-B.54 Summary of Swept-Wing Fundamentals

• Flight dynamics: Newton’s laws • Energy states: kinetic, potential, and chemical • Load factors: longitudinal, lateral, and vertical • Aerodynamic flight envelope: operating and dem- onstrated speeds • Aerodynamics: the relationship of angle of attack and stall

Figure 3-B.55 Airplane Upset Recovery

Figure 3-B.56 Situational Awareness During an Airplane Upset

“Recognize and confirm the situation” by the fol- lowing key steps: • Communicate with crew members • Locate the bank indicator • Determine pitch attitude • Confirm attitude by reference to other indica- tors

Figure 3-B.57 The Miscellaneous Issues Associated With Upset Recovery Have Been Identified by

• Pilots who have experienced an airplane upset • Pilot observations in a simulator-training environment And they are associated with • The startle factor • Negative g force • Full control inputs • Counter-intuitive factors

Figure 3-B.58 Startle Factor

Figure 3-B.59 Negative G Force

Figure 3-B.60 Use of Full Control Inputs

Figure 3-B.61 Nonintuitive Factors

Figure 3-B.62 Airplane Upset Recovery Techniques Will Include a Review of the Following Airplane Upset Situations:

• Nose high, wings level • Nose low, wings level • High bank angles: – Nose high – Nose low • And a review of recommended upset recovery techniques based on two basic airplane upset situations: – Nose high – Nose low

Figure 3-B.63 Airplane Upset Recovery Techniques

• Stall characteristics – Buffeting – Lack of pitch authority – Lack of roll control – Inability to arrest descent rate

Figure 3-B.64 Nose-High, Wings-Level Recovery Techniques

• Recognize and confirm the situation • Disengage autopilot and autothrottle

Figure 3-B.65 Nose-High, Wings-Level Recovery Techniques

• Apply as much as full nosedown elevator

Figure 3-B.66 Nose-High, Wings-Level Recovery Techniques

• Roll to obtain a nose- down pitch rate

Figure 3-B.67 Nose-High, Wings-Level Recovery Techniques

• Reduce thrust (underwing- mounted engines)

Figure 3-B.68 Nose-High, Wings-Level Recovery Techniques

• Complete the recovery: – Approaching horizon, roll to wings level – Check airspeed and adjust thrust – Establish pitch attitude

Figure 3-B.69 Nose-Low, Wings-Level Recovery Techniques

• Recognize and confirm the situation

Figure 3-B.70 Nose-Low, Wings-Level Recovery Techniques

• Disengage autopilot and autothrot-

Figure 3-B.71 Nose-Low, Wings-Level Recovery Techniques

• Recover from stall, if necessary

Figure 3-B.72 Nose-Low, Wings-Level Recovery Techniques Recover to Level Flight

• Apply noseup elevator • Apply stabilizer trim, if necessary

Figure 3-B.73 Nose-Low, Wings-Level Recovery Techniques

• Adjust thrust and drag, as necessary

Figure 3-B.74 High-Bank-Angle Recovery Techniques

• Recognize and confirm the situation • Disengage autopilot and autothrottle

Figure 3-B.75 High-Bank-Angle Recovery Techniques

• Reduce the angle of attack • Adjust bank angle to achieve nosedown pitch rate

Figure 3-B.76 High-Bank-Angle Recovery Techniques

• Complete the recovery: – Approaching the horizon, roll to wings level – Check airspeed; adjust thrust – Establish pitch attitude

Figure 3-B.77 High-Bank-Angle Recovery Techniques

• Recognize and confirm the situation • Disengage autopilot and autothrottle

Figure 3-B.78 High-Bank-Angle Recovery Techniques

• Reduce the angle of attack, if necessary

Figure 3-B.79 High-Bank-Angle Recovery Techniques

• Simultaneously reduce thrust and roll the shortest direction to wings level

Figure 3-B.80 High-Bank-Angle Recovery Techniques

• Recover to level flight: – Apply noseup elevator – Apply stabilizer trim, if necessary – Adjust thrust and drag, as necessary

Figure 3-B.81 Summary of Airplane Recovery Techniques Nose-High Recovery

Figure 3-B.82 Summary of Airplane Recovery Techniques Nose-High Recovery

• Recognize and confirm the situation • Disengage autopilot and autothrottle • Apply as much as full nosedown elevator

Figure 3-B.83 Summary of Airplane Recovery Techniques Nose-High Recovery

• Use appropriate techniques: – Roll (adjust bank angle) to obtain a nosedown pitch rate – Reduce thrust (underwing-mounted engines)

Figure 3-B.84 Summary of Airplane Recovery Techniques Nose-High Recovery

• Complete the recovery: – Approaching the horizon, roll to wings level – Check airspeed; adjust thrust – Establish pitch attitude

Figure 3-B.85 Summary of Airplane Recovery Techniques Nose-Low Recovery

Figure 3-B.86 Summary of Airplane Recovery Techniques Nose-Low Recovery

• Recognize and confirm the situation • Disengage autopilot and autothrottle • Recover from stall, if necessary

Figure 3-B.87 Summary of Airplane Recovery Techniques Nose-Low Recovery

• Roll in the shortest direction to wings level: – Bank angle to more than 90 deg; un- load and roll

Figure 3-B.88 Summary of Airplane Recovery Techniques Nose-Low Recovery

• Recover to level flight – Apply noseup elevator – Apply stabilizer trim, if necessary – Adjust thrust and drag, as necessary

Figure 3-B.89