AA 300 wingtip strike
#15
Gets Weekends Off
Joined APC: May 2005
Position: B777/CA retired
Posts: 1,483
Roll spoilers deploy once the side stick is moved laterally just past the point where the sidestick position indicators (the cross) touch the black center box.
Too much spoiler in a crosswind (Airbus recommends using rudder only) will dump a wing. Having the wing drop can lead to over correction as the pilot tries to recover.
That’s the scenario that makes the most sense here. It will be interesting to see what comes out of this. I don’t think AA Airbus training even talks about roll spoiler control on cross wind takeoffs.
Too much spoiler in a crosswind (Airbus recommends using rudder only) will dump a wing. Having the wing drop can lead to over correction as the pilot tries to recover.
That’s the scenario that makes the most sense here. It will be interesting to see what comes out of this. I don’t think AA Airbus training even talks about roll spoiler control on cross wind takeoffs.
#16
#17
There is an article on Airbus' Safety First monthly newsletter #15 Feb2013. For all those that don't mind further AB reading, the "Safety First" App is a good resource where you can download specific topics.
#18
Roll spoilers deploy once the side stick is moved laterally just past the point where the sidestick position indicators (the cross) touch the black center box.
Too much spoiler in a crosswind (Airbus recommends using rudder only) will dump a wing. Having the wing drop can lead to over correction as the pilot tries to recover.
That’s the scenario that makes the most sense here. It will be interesting to see what comes out of this. I don’t think AA Airbus training even talks about roll spoiler control on cross wind takeoffs.
Too much spoiler in a crosswind (Airbus recommends using rudder only) will dump a wing. Having the wing drop can lead to over correction as the pilot tries to recover.
That’s the scenario that makes the most sense here. It will be interesting to see what comes out of this. I don’t think AA Airbus training even talks about roll spoiler control on cross wind takeoffs.
#19
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,273
Roll spoilers deploy once the side stick is moved laterally just past the point where the sidestick position indicators (the cross) touch the black center box.
Too much spoiler in a crosswind (Airbus recommends using rudder only) will dump a wing. Having the wing drop can lead to over correction as the pilot tries to recover.
That’s the scenario that makes the most sense here. It will be interesting to see what comes out of this. I don’t think AA Airbus training even talks about roll spoiler control on cross wind takeoffs.
Too much spoiler in a crosswind (Airbus recommends using rudder only) will dump a wing. Having the wing drop can lead to over correction as the pilot tries to recover.
That’s the scenario that makes the most sense here. It will be interesting to see what comes out of this. I don’t think AA Airbus training even talks about roll spoiler control on cross wind takeoffs.
Begin the takeoff roll with the sidestick approximately centered. During the takeoff roll, gradually increase sidestick displacement into the wind only enough to maintain approximately wings level.
Note: Excessive sidestick displacement during rotation and liftoff increases spoiler deployment. As spoiler deployment increases, drag increases and lift is reduced which results in reduced tail clearance, a longer takeoff roll, and slower aircraft acceleration.
At liftoff, the aircraft is in a sideslip with crossed controls. A slow, smooth recovery from this sideslip is accomplished by slowly neutralizing the sidestick and rudder pedals after liftoff before the aircraft transitions from the ground mode to the flight mode (approximately 5 seconds).
#20
I don’t know about the 320 but that is not what airbus recommends on the 330.
Begin the takeoff roll with the sidestick approximately centered. During the takeoff roll, gradually increase sidestick displacement into the wind only enough to maintain approximately wings level.
Note: Excessive sidestick displacement during rotation and liftoff increases spoiler deployment. As spoiler deployment increases, drag increases and lift is reduced which results in reduced tail clearance, a longer takeoff roll, and slower aircraft acceleration.
At liftoff, the aircraft is in a sideslip with crossed controls. A slow, smooth recovery from this sideslip is accomplished by slowly neutralizing the sidestick and rudder pedals after liftoff before the aircraft transitions from the ground mode to the flight mode (approximately 5 seconds).
Begin the takeoff roll with the sidestick approximately centered. During the takeoff roll, gradually increase sidestick displacement into the wind only enough to maintain approximately wings level.
Note: Excessive sidestick displacement during rotation and liftoff increases spoiler deployment. As spoiler deployment increases, drag increases and lift is reduced which results in reduced tail clearance, a longer takeoff roll, and slower aircraft acceleration.
At liftoff, the aircraft is in a sideslip with crossed controls. A slow, smooth recovery from this sideslip is accomplished by slowly neutralizing the sidestick and rudder pedals after liftoff before the aircraft transitions from the ground mode to the flight mode (approximately 5 seconds).
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