B737 ng top of the lower amber band
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B737 ng top of the lower amber band
Hi
i have one question regarding the top of the lower amber band on the airspeed tape: in the FCTM it says that during flaps up operation when below 10000ft the top of the lower band corresponds to the speed providing full maneuver capability - 1.3g or 40 bank ( 25 excursion 15 ); when between 10 and 20000 feet due to the mach effect the minimum maneuvering speed gradually decreases up to a point where only adequate maneuver capability is ensured - 1g or 30 bank ( 15 excursion 15) while when above 20000ft, the top of the lower amber band corresponds to a speed providing 1.3g maneuverability above the low speed buffet.
Considering that mach represents the ratio of tas/lss; lss= 39 square root of temperature in kelvin, and that flying at a constant IAS as the air becomes more rarefied and the density decreases, will result in an increase in TAS; as the TAS increases while the LSS decreases due to the temperature dropping, the mach increases as well up to an altitude referred to as transition altitude above which if the climb is continued with reference to the IAS, the mach would reach its critical value, and thus the climb must be carried out with reference to the mach.
how does that relate to the maneuverability of the aircraft with reference to the DUE TO THE MACH EFFECT note from the FCTM?
Many thanks
i have one question regarding the top of the lower amber band on the airspeed tape: in the FCTM it says that during flaps up operation when below 10000ft the top of the lower band corresponds to the speed providing full maneuver capability - 1.3g or 40 bank ( 25 excursion 15 ); when between 10 and 20000 feet due to the mach effect the minimum maneuvering speed gradually decreases up to a point where only adequate maneuver capability is ensured - 1g or 30 bank ( 15 excursion 15) while when above 20000ft, the top of the lower amber band corresponds to a speed providing 1.3g maneuverability above the low speed buffet.
Considering that mach represents the ratio of tas/lss; lss= 39 square root of temperature in kelvin, and that flying at a constant IAS as the air becomes more rarefied and the density decreases, will result in an increase in TAS; as the TAS increases while the LSS decreases due to the temperature dropping, the mach increases as well up to an altitude referred to as transition altitude above which if the climb is continued with reference to the IAS, the mach would reach its critical value, and thus the climb must be carried out with reference to the mach.
how does that relate to the maneuverability of the aircraft with reference to the DUE TO THE MACH EFFECT note from the FCTM?
Many thanks
