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Old 30th Mar 2012, 22:24
  #1098 (permalink)  
Join Date: May 2011
Location: BOQ
Age: 76
Posts: 531
To further this academic discussion I would venture this in general...

(edit: in response to the use of the esoteric term 'corner velocity' )

IIRC 'Va' for a 330 varies from around 320k at around 28,000 down to around 260 at sea level. This encompasses quite a wide range of TAS, all 'limited' to 2.5 g.

From a practical standpoint, I'm not sure how likely it is that anyone who put themselves, or was put into a dive situation would be able to deftly modulate thrust to maintain a speed (let alone mental concentration on it), whose value was varying nearly as rapidly as the requirement to modulate the T-levers, on the way down.

Dive recoveries have been taught in every heavy I checked out in. The recovery procedures are recommended by the manufacturer and worked fine in all the aircraft I'm familiar with.

In this same vein, as CONF says, the manufacturer established stall procedures that involve extending the slats (Flaps 1) below 20,000 if clean. Were one to have a chance to practice this, one might see the decidedly positive benefits of following the manufacturer's guidance.

One first has to recognize that the guidance is applicable.

Last edited by OK465; 30th Mar 2012 at 22:58.
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