Am not sure if there is or isnt a relationship between roll rate and g loading that's why am asking.I imagined higher roll rates impose more loads than low roll rates..better I review "Handling the Big Jets" again am sure I will get a precise Test Pilot answer.
As mentioned earlier other than spoileron "slaps" to bite off the otherwise divergent Dutch roll application of speed brakes was at how many units up?
Originally Posted by
MarkerInbound
Went straight from the 727 to 744. I think it's mainly the difference in size and mass.
Can't use speed brakes with flaps extended on a 727. It's not really a handy maneuver at all. You think you have to turn. Then you realize you want to turn faster than normal. So you pull the boards. Now you're slowing down so you have to add thrust and pull the nose up if you're hand flying. Ok, now you can start turning. Versus just turning the plane. Why would there be any G load issues during a roll? The G load is a function of bank angle if you're holding a constant altitude and not roll rate.
How does this bird behave on a x-wind final approach with both YDs off/unserviceable?
What the lowest hright Boeing limits the use of speed brakes if arriving hot on speed?