increase. Once stall recovery is complete, upset recovery actions may be taken and thrust reapplied as needed.
Nose High, Wings Level
In a situation where the airplane pitch attitude is unintentionally more than 25 degrees nose high and increasing, the airspeed is decreasing rapidly. As airspeed decreases, the pilot's ability to maneuver the airplane also decreases. If the stabilizer trim setting is nose up, as for slow-speed flight, it partially reduces the nose-down authority of the elevator. Further complicating this situation, as the airspeed decreases, the pilot could intuitively make a large thrust increase. This causes an additional pitch up. At full thrust settings and very low airspeeds, the elevator, working in opposition to the stabilizer, has limited control to reduce the pitch attitude.
In this situation the pilot should trade altitude for airspeed, and maneuver the airplane's flight path back toward the horizon. This is accomplished by the input of up to full nose-down elevator and the use of some nose-down stabilizer trim. These actions should provide sufficient elevator control power to produce a nose-down pitch rate. It may be difficult to know how much stabilizer trim to use, and care must be taken to avoid using too much trim. Pilots should not fly the airplane using stabilizer trim, and should stop trimming nose down when they feel the g force on the airplane lessen or the required elevator force lessen. This use of stabilizer trim may correct an out-of-trim airplane and solve a less-critical problem before the pilot must apply further recovery measures. Because a large nose-down pitch rate results in a condition of less than 1 g, at this point the pitch rate should be controlled by modifying control inputs to maintain between 0 to 1
g. If altitude permits, flight tests have determined that an effective way to achieve a nose-down pitch rate is to reduce some thrust.

If normal pitch control inputs do not stop an increasing pitch rate, rolling the airplane to a bank angle that starts the nose down should work. Bank angles of about 45 degrees, up to a maximum of 60 degrees, could be needed. Unloading the wing by maintaining continuous nose-down elevator pressure keeps the wing angle of attack as low as possible, making the normal roll controls as effective as possible. With airspeed as low as stick shaker onset, normal roll controls - up to full deflection of ailerons and spoilers - may be used. The rolling maneuver changes the pitch rate into a turning maneuver, allowing the pitch to decrease. Finally, if normal pitch control then roll control is ineffective, careful rudder input in the direction of the desired roll may be required to induce a rolling maneuver for recovery.
Only a small amount of rudder is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control. Because of the low energy condition, pilots should exercise caution when applying rudder.
The reduced pitch attitude allows airspeed to increase, thereby improving elevator and aileron control effectiveness. After the pitch attitude and airspeed return to a desired range the pilot can reduce angle of bank with normal lateral flight controls and return the airplane to normal flight.
Nose Low, Wings Level
In a situation where the airplane pitch attitude is unintentionally more than 10 degrees nose low and going lower, the airspeed is increasing rapidly. A pilot would likely reduce thrust and extend the speedbrakes. Thrust reduction causes an additional nose-down pitching moment. Speedbrake extension causes a nose-up pitching moment, an increase in drag, and a decrease in lift for the same angle of attack. At airspeeds well above VMO/MMO, the ability to command a nose-up pitch rate with elevator may be reduced because of the extreme aerodynamic loads on the elevator.
Again, it is necessary to maneuver the airplane's flight path back toward the horizon. At moderate pitch attitudes, applying nose-up elevator, reducing thrust, and extending speedbrakes, if necessary, changes the pitch attitude to a desired range. At extremely low pitch attitudes and high airspeeds (well above VMO/MMO), nose-up elevator and nose-up trim may be required to establish a nose-up pitch rate.
High Bank Angles
A high bank angle is one beyond that necessary for normal flight. Though the bank angle for an upset has been defined as unintentionally more than 45 degrees, it is possible to experience bank angles greater than 90 degrees.
Any time the airplane is not in “zero-angle-of-bank” flight, lift created by the wings is not being fully applied against gravity, and more than 1 g is required for level flight. At bank angles greater than 67 degrees, level flight cannot be maintained within flight manual limits for a 2.5 g load factor. In high bank angle increasing airspeed situations, the primary objective is to maneuver the lift of the airplane to directly oppose the force of gravity by rolling (in the shortest direction) to wings level. Applying nose-up elevator at bank angles above 60 degrees causes no appreciable change in pitch attitude and may exceed normal structure load limits as well as the wing angle of attack for stall. The closer the lift vector is to vertical (wings level), the more effective the applied g is in recovering the airplane.
　
中國航空網 m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：757 Flight Crew Training Manual 機組訓練手冊(83)