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Originally Posted by III Corps
(Post 817883)
As you know having flown the 'bus, the inputs from the side stick commands a roll rate and as long as the aileron is held in that position, it will continue to command a roll. With a 'normal' airplane you are holding a certain control surface deflection, not commanding a roll rate.
My point exactly. You feed in rudder in the flare to kick out the crab but not aileron. The 'bus should remain wings level. Again, excellent summary. It IS just another airplane with some added feature. And turning off all the magic and flying a 'bare' airplane surprises many who have not been in the cockpit. Throttles CAN move, etc. Others bristle at the envelope but it is not a fighter (which also have envelopes) and within the envelope you have essentially care-free handling. And if one need to feel like a fighter pilot in an airliner you can buy a pair of baggy pants and wear a g-suit under the baggy pants. No one will know until you yell, 'Bandit at 2 oclock!!'.. no, wait.. that's the 3-15 from Newark. Never mind.' :D Someone said that remove all the magic and you have a Boeing. I wouldn't say that because I don't want to start a food fight. You said it better than I did. It is commanding a roll rate with the side stick controller that mess up so many in a stiff crosswind condition. They forget to set/adjust the appropriate amount of bank to counteract drift then center the stick. The pilot wants to maintain the stick deflection out of prior learned habits when in a stiff crosswind but of course not the case in the Bus. I don't have a link but remember a YouTube video showing a 320 aborting a landing in stiff crosswind conditions. You could see the pilot was fighting the aircrafts flight characteristics trying to fly it like a traditional non FBW aircraft. Personally, I liked to land the Bus with some crosswind so you could roll on the low tire and only get half spoiler initially for a nice greased landing. Frats, Lee |
Originally Posted by III Corps
(Post 817883)
As you know having flown the 'bus, the inputs from the side stick commands a roll rate and as long as the aileron is held in that position, it will continue to command a roll. With a 'normal' airplane you are holding a certain control surface deflection, not commanding a roll rate. .
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Originally Posted by III Corps
(Post 817040)
Play to strengths. respect weaknesses and fly the airplane that has the best trips, the best layovers and forget who made it. All of 'em are GOOD.
Except the -ER... ESPECIALLY in NY. The trips suck, the airplane sucks... most of the FOs are idiots... beer is expensive on most layovers, and don't even get me started about the price of wine and dinner... :D Other than that.. good post. |
What airline do you fly with, TSquare?
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Originally Posted by FAULTPUSH
(Post 818173)
Not below 50ft The FBW goes to roll direct, and you're directly commanding aileron deflection at that point.
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Originally Posted by FAULTPUSH
(Post 818173)
Not below 50ft The FBW goes to roll direct, and you're directly commanding aileron deflection at that point.
Personally I don't even add rudder until 20 ft or lower. It's all crab until then. |
Originally Posted by cardiomd
(Post 818659)
How is the transition characteristic? It seems to me that could lead to some unnatural behavior at low altitude.
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I'm one of the few that finds some of the Airbus FBW logic and side-stick unnatural. I had a hard time adjusting to it and found myself saying left-right-down-down in my head to get it to do what I wanted to do. I still don't love it, but I deal with it.
There are many great aspects to the Airbus magic, but every now and then some of it still surprises people.cardiomd, when you asked about transition, I remembered reading this article a few months ago. Lufthansa wing-strike probe queries A320 landing logic I'm sure most of you have seen the video of this landing, if not I think it's still on youtube. |
Originally Posted by johnso29
(Post 818670)
I'm fairly certain the flight controls don't go into direct law until ground contact. Unless you're in alternate law, then the flight controls go to direct law when the gear is dropped.
Personally I don't even add rudder until 20 ft or lower. It's all crab until then. Airbus FCOM 1.27.20 Page 6- "When the aircraft is in 'Flare' mode, the lateral control is the same as in 'in flight' mode." Maybe it is due to my limited brain capacity, but I have found personally that it took five or six good crosswind landings to feel it out, and once I stopped thinking about what laws the airplane was in and just began to feel how the airplane was responding to my inputs I was able to get consistent decent crosswind landings. |
Originally Posted by NEDude
(Post 819239)
The change to flare mode occurs at 50' RA and it affects only pitch, not lateral control.
Airbus FCOM 1.27.20 Page 6- "When the aircraft is in 'Flare' mode, the lateral control is the same as in 'in flight' mode." Maybe it is due to my limited brain capacity, but I have found personally that it took five or six good crosswind landings to feel it out, and once I stopped thinking about what laws the airplane was in and just began to feel how the airplane was responding to my inputs I was able to get consistent decent crosswind landings. I also agree, don't over think the laws and fly the airplane. The cockpit is nice and spacious. The only thing I hated was the call buzzer from the cabin, it'll definitely wake you up |
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