Originally Posted by
Denver
Why is it that they teach micro burst recovery as slowing down (pitching) for a climb to where if need be the pitch attitude is about to induce a stall in an attempt to get a climb/stop descent. And if an imminent stall is indicated reduce pitch sufficiently to avoid a stall. This is a speed far lower than the aircraft's Vx/Vy/Vld speed. Seems like you would want to be in a Vx/Vy maximum performance climb speed instead of incurring a big induced drag penalty.
Is it because it is better to trade all the money in the bank on a bet that the encounter will end before you go broke?
Just speculatizing
A microburst is, as Yazoo and others have stated, is a huge " down burst" of air that will, if not corrected, will drive the aircraft into the ground. The "old United" taught for years, that the corrective action is max power and pitch up to the FD or above if necessary, and hold that pitch until the aircraft can check the rate of decent and "fly out of the downburst". If the stick shaker is active, that's fine. Hold it just below the point that the shaker is active until a recovery is effected.
It works.
Having been in a real, no BS, downburst in a 727 going into ABQ, I can tell you that the procedure works. It's
NOT a very good feeling to be a max power and see the IVSI sitting at 3,00-4,000 ft/min down while the runway coming up to "greet you". The
last thing you want to do is change configuration when all three crewmembers are trying to shove the thrust levers through the radar and the PF is holding the aircraft just below the shaker.
BTW, the
Marine is correct. It's all about AOA ! Urraahhh !
Whew, it still scares me and that was a decade ago !
G'Luck Mate
