X WIND...
Join Date: Dec 2006
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Age: 76
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Sorry! My fault!
Io:
E come viene stabilita la Max Demonstrated Cross Wind Componenent? Se non volando l’aereo ancora controllabile con una componente di vento al traverso che imponga la massima escursione del timone?
Mysalami
La Max "Demonstrated" crosswind component e', come dice la parola stessa, quella demonstrated.
Quando Airbus o Boeing cominciano(di solito a KEF) la certificazione XWind di un nuovo modello, testano in varie configurazioni l'aereo in questione e stabiliscono sui manuali il limite DIMOSTRATO con le condizioni incontrate in quei giorni.
Boeing scrive , infatti, sui suoi manuali , che i valori indicati sono quelli che loro hanno incontrato quei giorni e non sono quindi limitazioni ,ma guidelines.
'Sed continuata secant'
Mi rifiuto di andare oltre perché non siamo in un “Adult day care”.
Safe Flights
Romano
Io:
E come viene stabilita la Max Demonstrated Cross Wind Componenent? Se non volando l’aereo ancora controllabile con una componente di vento al traverso che imponga la massima escursione del timone?
Mysalami
La Max "Demonstrated" crosswind component e', come dice la parola stessa, quella demonstrated.
Quando Airbus o Boeing cominciano(di solito a KEF) la certificazione XWind di un nuovo modello, testano in varie configurazioni l'aereo in questione e stabiliscono sui manuali il limite DIMOSTRATO con le condizioni incontrate in quei giorni.
Boeing scrive , infatti, sui suoi manuali , che i valori indicati sono quelli che loro hanno incontrato quei giorni e non sono quindi limitazioni ,ma guidelines.
'Sed continuata secant'
Mi rifiuto di andare oltre perché non siamo in un “Adult day care”.
Safe Flights
Romano
Forse conviene chiarire un concetto...
La Max DEMONSTRATED XWIND Component, NON prevede che si raggiunga il fondo corsa dei comandi di volo(almeno per i Liners).
Se la Boeing ha trovato nei 3/4 giorni di prove 30 o 35 nodi di vento massimi, applicherà questi valori sul manuale indipendentemente dal se abbia o no raggiunto il limite di escursione dei comandi...
Passo e chiudo.
MS
Join Date: Dec 2006
Location: Behind you
Age: 76
Posts: 311
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Sorry! My fault!
Io:
E come viene stabilita la Max Demonstrated Cross Wind Componenent? Se non volando l’aereo ancora controllabile con una componente di vento al traverso che imponga la massima escursione del timone?
Mysalami
La Max "Demonstrated" crosswind component e', come dice la parola stessa, quella demonstrated.
Quando Airbus o Boeing cominciano(di solito a KEF) la certificazione XWind di un nuovo modello, testano in varie configurazioni l'aereo in questione e stabiliscono sui manuali il limite DIMOSTRATO con le condizioni incontrate in quei giorni.
Boeing scrive , infatti, sui suoi manuali , che i valori indicati sono quelli che loro hanno incontrato quei giorni e non sono quindi limitazioni ,ma guidelines.
'Sed continuata secant'
Mi rifiuto di andare oltre perché non siamo in un “Adult day care”.
Safe Flights
Romano
Io:
E come viene stabilita la Max Demonstrated Cross Wind Componenent? Se non volando l’aereo ancora controllabile con una componente di vento al traverso che imponga la massima escursione del timone?
Mysalami
La Max "Demonstrated" crosswind component e', come dice la parola stessa, quella demonstrated.
Quando Airbus o Boeing cominciano(di solito a KEF) la certificazione XWind di un nuovo modello, testano in varie configurazioni l'aereo in questione e stabiliscono sui manuali il limite DIMOSTRATO con le condizioni incontrate in quei giorni.
Boeing scrive , infatti, sui suoi manuali , che i valori indicati sono quelli che loro hanno incontrato quei giorni e non sono quindi limitazioni ,ma guidelines.
'Sed continuata secant'
Mi rifiuto di andare oltre perché non siamo in un “Adult day care”.
Safe Flights
Romano
Forse conviene chiarire un concetto...
La Max DEMONSTRATED XWIND Component, NON prevede che si raggiunga il fondo corsa dei comandi di volo(almeno per i Liners).
Se la Boeing ha trovato nei 3/4 giorni di prove 30 o 35 nodi di vento massimi, applicherà questi valori sul manuale indipendentemente dal se abbia o no raggiunto il limite di escursione dei comandi...
Passo e chiudo.
MS
Join Date: Apr 2005
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Wind at landing: EDDL 051120Z 29020G33Kt 270V330
Pista una delle 23 suppongo.
Tutti azzurrini di vento al traverso, so' boni tutti con il vento teso senza raffiche o shear della direzione.
Pista una delle 23 suppongo.
Tutti azzurrini di vento al traverso, so' boni tutti con il vento teso senza raffiche o shear della direzione.
Join Date: Sep 2007
Location: BLQ
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Riporto da Airbus FCTM:
OPERATIONAL RECOMMENDATIONS
In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the following recommendations must be observed.
THE RUDDER IS DESIGNED TO CONTROL THE AIRCRAFT, IN THE FOLLOWING SITUATIONS
A. In normal Operations, For lateral control
- During takeoff roll, when on ground, particularly in crosswind conditions
- During landing flare with crosswind, for decrab purposes
- During the landing roll, when on the ground.
In the above situations, large and even rapid rudder inputs may be necessary in order to
maintain control of the aircraft.
The flight crew should always apply the rudder corrections as necessary, in order to obtain the appropriate aircraft response.
On Airbus aircraft, the rudder control system includes a turn coordination function to achieve acceptable turn coordination,.
B. To counteract thrust asymmetry
Up to full rudder deflection can be used to compensate for the yawing moments that are due to asymmetric thrust.
Note: At high speed (i.e. slats retracted), thrust asymmetry (eg. due to an engine failure) does not have a significant effect on the yaw control of the aircraft. The rudder deflection required to counter an engine failure and center the sideslip is small.
C. In some other abnormal situations
The flight crew may also use the rudder pedals in some abnormal situations. For example:
- Loss of both yaw damper systems. The flight crew uses the rudder pedals as deemed
necessary, for turn coordination to prevent excessive sideslip.
- Rudder trim runaway. The flight crew uses the rudder pedals in order to return the rudder to neutral
- Landing with an abnormal landing gear position: The flight crew uses the rudder pedals for directional control on the ground.
In all of the normal or abnormal situations that are described above, correct rudder pedals use does not affect the structural integrity of the aircraft.
Note: In the event of a rudder travel limit system failure, refer to the relevant RUDDER
TRAVEL LIMIT FAULT procedure.
THE RUDDER SHOULD NOT BE USED
- To induce roll
- To counter roll, induced by any type of turbulence.
Regardless of the airborne flight condition, aggressive, full or nearly full, opposite rudder pedal inputs must not be applied. Such inputs can lead to loads higher than the limit, and can result in structural damage or failure. The rudder travel limiter system is not designed to prevent structural damage or failure in the event of such rudder system inputs.
Note: The Operator policy must never include rudder pedal reversions. This restriction also applies to the so-called "aircraft defensive maneuvers" in order to disable or incapacitate
hijackers.
For dutch roll, the flight control laws combined with the neutral aircraft damping are sufficient to correctly damp the dutch roll oscillations. Therefore, the flight crew should not use the rudder pedals in order to complement the flight control laws.
SPECIFIC CASES: USE OF THE RUDDER DURING UPSET RECOVERY
The Airbus training program emphasizes the correct use of the rudder, particularly during maneuvers that are performed in order to recover upset. The industry-produced "AIRPLANE UPSET RECOVERY TRAINING AID" supports this training program.
Credo che l'ultimo capoverso fu introdotto a seguito delle raccomandazione NTSB.
OPERATIONAL RECOMMENDATIONS
In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the following recommendations must be observed.
THE RUDDER IS DESIGNED TO CONTROL THE AIRCRAFT, IN THE FOLLOWING SITUATIONS
A. In normal Operations, For lateral control
- During takeoff roll, when on ground, particularly in crosswind conditions
- During landing flare with crosswind, for decrab purposes
- During the landing roll, when on the ground.
In the above situations, large and even rapid rudder inputs may be necessary in order to
maintain control of the aircraft.
The flight crew should always apply the rudder corrections as necessary, in order to obtain the appropriate aircraft response.
On Airbus aircraft, the rudder control system includes a turn coordination function to achieve acceptable turn coordination,.
B. To counteract thrust asymmetry
Up to full rudder deflection can be used to compensate for the yawing moments that are due to asymmetric thrust.
Note: At high speed (i.e. slats retracted), thrust asymmetry (eg. due to an engine failure) does not have a significant effect on the yaw control of the aircraft. The rudder deflection required to counter an engine failure and center the sideslip is small.
C. In some other abnormal situations
The flight crew may also use the rudder pedals in some abnormal situations. For example:
- Loss of both yaw damper systems. The flight crew uses the rudder pedals as deemed
necessary, for turn coordination to prevent excessive sideslip.
- Rudder trim runaway. The flight crew uses the rudder pedals in order to return the rudder to neutral
- Landing with an abnormal landing gear position: The flight crew uses the rudder pedals for directional control on the ground.
In all of the normal or abnormal situations that are described above, correct rudder pedals use does not affect the structural integrity of the aircraft.
Note: In the event of a rudder travel limit system failure, refer to the relevant RUDDER
TRAVEL LIMIT FAULT procedure.
THE RUDDER SHOULD NOT BE USED
- To induce roll
- To counter roll, induced by any type of turbulence.
Regardless of the airborne flight condition, aggressive, full or nearly full, opposite rudder pedal inputs must not be applied. Such inputs can lead to loads higher than the limit, and can result in structural damage or failure. The rudder travel limiter system is not designed to prevent structural damage or failure in the event of such rudder system inputs.
Note: The Operator policy must never include rudder pedal reversions. This restriction also applies to the so-called "aircraft defensive maneuvers" in order to disable or incapacitate
hijackers.
For dutch roll, the flight control laws combined with the neutral aircraft damping are sufficient to correctly damp the dutch roll oscillations. Therefore, the flight crew should not use the rudder pedals in order to complement the flight control laws.
SPECIFIC CASES: USE OF THE RUDDER DURING UPSET RECOVERY
The Airbus training program emphasizes the correct use of the rudder, particularly during maneuvers that are performed in order to recover upset. The industry-produced "AIRPLANE UPSET RECOVERY TRAINING AID" supports this training program.
Credo che l'ultimo capoverso fu introdotto a seguito delle raccomandazione NTSB.
