Originally Posted by
Capn Bloggs
In your 737 at 40t or your 737 at 60t, if you set your UAS parameters at slow speed or high speed the speed outcome will be completely different.
And yet, it's safe, which is what matters in the end, not how accurately you can fly the speed you can't even see or whether you will climb or descent.
This is Boeing's take on this:
The memorized pitch and thrust setting for the current configuration (flaps
extended/flaps up) should be applied immediately with the following
considerations:
• The flaps extended pitch and thrust settings will result in a climb.
• The flaps up pitch and thrust settings will result in a slight climb at light
weights and low altitudes, and a slight descent at heavy weights and
high altitudes.
• At light weight and low altitude, the true airspeed will be higher than
normal, but within the flight envelope. At heavy weight and high
altitude, the same settings will result in airspeed lower than normal
cruise but within the flight envelope.
• The goal of these pitch and thrust settings is to maintain the airplane
safely within the flight envelope, not to maintain a specific climb or
level flight.
• The current flap position should be maintained until the memory pitch
and thrust settings have been set and the airplane stabilized. If further
flap extension/flap retraction is required refer to PI-QRH Airspeed
Unreliable table.
Originally Posted by
Capn Bloggs
In my aeroplane, the FPA is not reliable during a UAS event. I assume that AOA (unless it was just a raw readout from the vane) would also be dodgy.
If installed, AOA readout normally is directly from the vane.