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Pilots,a Question About Control Inputs

Sun Nov 26, 2000 9:57 am

When flying,taking off or landing,how heavy do the control column feel? For Airbus pilots,is there a lot of resistence in the sidestick controller?

On the older aircraft that required three pilots,the flight engineer would assist the pilot flying pushing forward the throttles. So,with the new two cockpit flight crew,is there still alot of resistence when you advance the throttles?

Thank you.

RE: Pilots,a Question About Control Inputs

Sun Nov 26, 2000 10:39 am

The thrust levers' resistence is set by adjusting friction. There isn't any out of the ordinary exertion needed to advance them.

On the three person crews, the FE is just placing the hands on the thrust levers as a backup. Not to aid in any physical exertion.
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RE: Pilots,a Question About Control Inputs

Sun Nov 26, 2000 5:49 pm

The Airbus sidestick always has the same force you have to overcome during inputs. It is of a moderate resistance, simply to give you a certain level of stability in your inputs. If the resisting force would be to light, a small bump of turbulence sends you to a full deflection. The other way around, having to overcome a high resistance means no more small corrective inputs are possible.
This resting force of the sidestick does not change with flight phases. The only time you have to overcome more resistance is with the autopilot engaged.

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RE: Pilots,a Question About Control Inputs

Tue Nov 28, 2000 5:29 am

The input requiring the most force would have to be rudder pressure following an engine failure on takeoff (V1 cut) in a two engine aircraft. An old sim instructor of mine told me it takes 120 lbs of force on the rudder pedal to keep the aircraft flying straight following an engine failure on takeoff in a Jetstream 32. I believe it, sounds about right. Trim is applied to relieve this pressure once positive control is achieved.
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RE: Pilots,a Question About Control Inputs

Sun Dec 03, 2000 8:30 pm

The force requiered to move the controls depent on the Aircraft! Some, or better all big jets have hydraulic actuated controls. On the Aircraft I fly we don´t have hydraulic assistance, and then it depends on your airspeed how much force you have on your control wheel. But on my aircraft a Dornier 328 it´s quite a lot of force requiered! Specially when you have an engine failure! The 328 is unbelivebal unstabel when one engine fails, if your are not fast enough to step into the wright rudder an bank the aircraft for about 20* , you make a 180* turn!!!
And you can believe me the force wich is requiered to hold the airplane with the rudder is very high! If you are training engine failures in the simulator your are dying!

Hope to helped you!

Best regards, Benjamin!
yes i can handle that alone. - - -famous last words
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RE: Pilots,a Question About Control Inputs

Wed Dec 13, 2000 10:03 am

Regarding the control force with the Airbus sidestick...Is there artificial feel built into them so that the stick would require more force to move as control load increases (with increasing airspeed and G load)
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RE: Pilots,a Question About Control Inputs

Wed Dec 13, 2000 10:39 am

MHsieh. Airbus(320 anyway) have autotrim so the feel is the same no matter the manoeuver. The difference comes in during landing where the computers memorize the aircraft pitch at 50' and automatically inputs nose down trim so the pilot flares during touchdown.
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RE: Pilots,a Question About Control Inputs

Sun Dec 31, 2000 1:58 am

The throttles on the A330 have a kind of clicking feeling like when u push the throttles forwared it would click. For example, u push the throttles for takeoff this is what u would here "click click click click" the clicking stops until u stop pushing, i think its like a setting for the trottle, just like in flaps.....strange but it was in a A330 Cathay Pacific Simulator 2 weeks ago.
kind regards
People. They make an airline.
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RE: Airbus_a340

Sun Dec 31, 2000 2:32 am

Hi Airbus_a340,
the clicks from the throttle are the so so called "detents". When setting T/O power you will push the throttles through the CLB (climb thrust) and the FLEX/MCT (derated T/O / max continious thrust on engine fail) into the TOGA (full rated T/O / Go-around) detent.
These detents are nice, as all you have to do is to push/pull until it latches in, you don't have to start fooling around until you get the right setting.


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