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as the turn. As the nose of the aircraft falls below the horizon, decrease
bank to wings level and nose on the horizon. This type of recovery will
avoid negative G-Forces.
B. Nose Low Unusual Attitude Recovery:
Smoothly reduce power, leveling the wings, easing the nose up to the
horizon. Use the speed brakes to assist in reducing the speed if required.
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GROUND / FLIGHT CHARACTERISTICS AND
PROCEDURES
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GROUND / FLIGHT CHARACTERISTICS AND
PROCEDURES
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DESCENT CHARACTERISTICS AND PROCEDURES
06-04-10: Normal Descent
1. Procedure:
A. Autopilot/Autothrottles On:
(1) Select new altitude using the Guidance Panel.
(2) Begin descent by setting a vertical speed, vertical angle, depressing
FL CH on the Guidance Panel or using VNAV.
(3) Speed brakes may be used at the discretion of the pilot.
(4) Descent speeds or angles will be those selected during PERF INIT.
If a different speed or angle is desired, use MANUAL on the
Guidance Panel to set speed or angle, or change on FMS CDU on
DESCENT page.
(5) Perform Descent Checklist.
B. Autopilot Off:
(1) Select new altitude on the Guidance Panel.
(2) With autothrottles engaged, power will be automatically adjusted to
maintain scheduled airspeed during descent. Without autothrottles,
establish descent by reducing power.
(3) Adjust pitch attitude to maintain desired airspeed. Recommended
0.75 Mach / 300 KCAS to 10,000 feet, then 250 KCAS. With
autopilot off, the Flight Director (FD) is still available to command
proper descent angle.
(4) Perform Descent Checklist.
06-04-20: Emergency Descent
1. Procedure:
(See Figure 1.)
The following procedure assumes structural integrity of the airplane. If integrity is
in doubt, limit speed as much as possible and avoid high maneuvering loads.
A. Autopilot / Autothrottles Off:
(1) Disengage autopilot and autothrottles.
(2) Retard power levers to idle.
(3) Roll into a 30° bank.
(4) Lower nose to 8° to 10° down.
(5) As speed approaches VMO/MMO, adjust pitch attitude to 2° to 3° nose
down to avoid an overspeed condition.
(6) Extend speed brakes and descend at VMO/MMO.
NOTE:
It is recommended that the emergency descent be
flown manually in order to achieve maximum descent
rate.
OPERATING MANUAL
GROUND / FLIGHT CHARACTERISTICS AND
PROCEDURES
06-04-00
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Emergency Descent
Figure 1
OPERATING MANUAL
GROUND / FLIGHT CHARACTERISTICS AND
PROCEDURES
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06-04-30: GPWS Warning
1. General:
There are many instances that could trigger a GPWS Warning. In all cases a rapid
increase in altitude is required.
A. Normal Operating Procedure:
When operating out of airfields where terrain is a factor, the following
procedure is recommended:
(1) Before Takeoff:
(a) Pilot Flying (PF) radar may be selected to WX as desired.
(b) Pilot Not Flying (PNF) terrain display shall be selected ON.
(2) Or (Before T/O):
(a) Both pilot’s radar may be selected to WX as desired.
(b) Both pilot’s terrain display may be selected ON as desired.
(3) Descent:
(a) PF radar may be selected to WX as desired.
(b) PNF terrain display shall be selected ON.
B. GPWS Caution Procedure:
When an GPWS CAUTION occurs, adjust the airplane flight path until the
CAUTION alert ceases.
C. GPWS Warning Procedure:
If an EGPWS WARNING occurs, follow the vertical escape maneuver
procedure described following this paragraph until all alerts cease. Unless
operating in Visual Meteorological Conditions (VMC) and/or the pilot
determines based on all available information that turning, in addition to the
vertical escape maneuver, is the safest course of action, only the vertical
escape maneuver is recommended.
CAUTION
THE TERRAIN DISPLAY IS INTENDED TO SERVEAS
ASITUATIONALAWARENESS TOOLONLYAND MAY
NOT PROVIDE THE ACCURACY AND/OR FIDELITY
ON WHICH TOSOLELY BASE TERRAINAVOIDANCE
MANEUVERING DECISIONS.
Upon receipt of a GPWS warning, the following vertical escape maneuver
procedure must be immediately executed:
(1) Disconnect the autopilot.
(2) Increase power to maximum thrust (go-around power).
(3) Rotate at 3 to 4 degrees per second to increase pitch attitude to the
highest possible value. A pitch attitude of 25 degrees has been
demonstrated on the GIV at maximum landing weight with flaps
　
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