Hello

Having flown to Italy and back in the last week, I wonder if I can ask the pros a couple of questions:

1. I know that one reason for a go-around is when the cross-wind limit is exceeded, but would you ever abort a take-off for the same reason? Or is it the case that you wouldn't be performing the take-off in the first place if there was a risk the cross-wind limit might be exceeded?

2. On my return flight, I was sitting over the wing and noticed the 'slats' immediately above the flaps (if that's their correct name) were opened and closed a couple of times during the descent. This was accompanied by a low, rumbling noise. Am I correct in thinking this was the pilot deploying the speed brakes? Talking B738 here.

3. As an observation, I'm amazed that my last flight from London to Rome (2 h 25 mins) was the same duration as one from London to Brindisi (2 h 30 mins), some 500 km further south, due to tail winds. And equally, that the return flight was 25 minutes longer due to a headwind!

4. On landing, a lot of passengers will be looking out the windows. It occurred to me that the crew, whether flight or cabin, will be looking straight ahead due to their positions. Is it wise/safe to have your head turned like this on touch-down in case of a hard landing etc.? Is there any evidence of increased risk of injury in that situation?

Thanks for your help.

1) for take off, as with landing, there is a crosswind limitation. You would not start a take off roll unless the reported wind is inside this limit. Once the take off roll is started you would not normally abort the take off if the wind subsequently exceeds the limit.

2)the 'slats' you saw are called spoilers. They are also known as speed brakes.
If the rate of descent needs to be increased or speed reduced quickly, the pilot will use the speed brakes. The spoilers will come up on both wings disturbing the airflow over the wing, they 'spoil' the lift of the wing. The disturbance of this airflow causes the rumbling you could feel and hear.
The spoilers also come up after the wheels touch down on landing, to 'dump' the lift.

3) those times could just be a mere coincidence. Often going into Rome you get told to reduce speed very early on ( up to several hundred miles out). Whereas going into Brindisi I suspect crews are usually allowed to keep a higher speed for much longer. And, as I suspect you know, routes may be different from day to day as well.

4) I can't see that there is any adverse risks associated with the way your head is turned. Even if it was a very hard landing. Maybe in case of a crash landing, but in that case you've probably got worse things to worry about.

JustFlyin' - thank you for taking the time to reply so comprehensively. I appreciate it.

The spoilers also extend when roll inputs are made (moving the control wheel left or right). This book may be of use to you, Nicholas:

How Airliners Fly


The effects of controls (including spoiler operation) are detailed in Chapter 4, entitled 'How Do We Fly It'.