Airclues wrote:
In my last airline (744F) we used to teach the technique highlighted by Lantirn of applying a large bank angle when recovering from very high pitch up situations (roll wings level when nose is below the horizon). It was often the only way to avoid a stall. It looks to me as though that is what the crew were trying to achieve. The recovery could be achieved in about 3000ft Unfortunately this crew didn't have that available.
A few years ago a 744 carried out a go-around. The F/O, who was flying it, thought that the autopilot was in, but it wasn't. The go-around thrust caused a very high pitch angle. A stall was avoided by the combination of full down elevator and a reduction in thrust to allow the nose to pitch down. Thrust was re-applied when the pitch was reduced.
Thank you for sharing.
Many things I quoted before from Boeing's AERO magazine are copy-paste from the 747 FCOM as I see. The possible reduction in thrust is also documented as well, with re-application of full thrust after recovery.