777 fly by wire?
Psychophysiological entity
A bevy of brave people tried a full manual reversion landing in a new BAC1-11. It was almost catastrophic.
Both levers pulled and nearing the concrete, when it became apparent that the world was getting bigger at an inappropriate rate. PF pulled. PNF came into the loop and pulled as well. There were footrests to brace oneself against for extra pulshon.
Great result. They ended up with a dial full of blue.
Then of course the pushing contest began, but at about this time, someone with a modicum, flicked the tiny silver switch on the centre pedestal. This, if I remember correctly, gave an equivalent feel of 180kts. No doubt at that moment, there was a call to stop pushing.
Thems were fun days - days when pilots were issued with a lot of luck as part of their licensees.
Both levers pulled and nearing the concrete, when it became apparent that the world was getting bigger at an inappropriate rate. PF pulled. PNF came into the loop and pulled as well. There were footrests to brace oneself against for extra pulshon.
Great result. They ended up with a dial full of blue.
Then of course the pushing contest began, but at about this time, someone with a modicum, flicked the tiny silver switch on the centre pedestal. This, if I remember correctly, gave an equivalent feel of 180kts. No doubt at that moment, there was a call to stop pushing.
Thems were fun days - days when pilots were issued with a lot of luck as part of their licensees.
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737Forever asked in the first post:
"How does the fly by wire system on the 777 work in a crosswind? Can you sideslip with cross control like a conventional aircraft or does a aileron input on the yoke just command a given roll rate.so that you have to neutrelaze the yoke once the give bank angle is achived?"
Zlin77 replied in post 2
"Flies just like a normal aircraft with crossed controls, control inputs must be maintained to displace the flight control surfaces...."
I was hoping for a clear answer (don't fly A's nor B's). Do you have to neutralize the yoke once the given bank angle is achieved, as 737forever asks?
And..when zlin77 says control inputs must be maintained to displace the flight control surfaces...is this correct? and are the ailerons in fact displaced once the desired wing down bank angle is achieved?
"How does the fly by wire system on the 777 work in a crosswind? Can you sideslip with cross control like a conventional aircraft or does a aileron input on the yoke just command a given roll rate.so that you have to neutrelaze the yoke once the give bank angle is achived?"
Zlin77 replied in post 2
"Flies just like a normal aircraft with crossed controls, control inputs must be maintained to displace the flight control surfaces...."
I was hoping for a clear answer (don't fly A's nor B's). Do you have to neutralize the yoke once the given bank angle is achieved, as 737forever asks?
And..when zlin77 says control inputs must be maintained to displace the flight control surfaces...is this correct? and are the ailerons in fact displaced once the desired wing down bank angle is achieved?
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So...Kijangnim, or others...
1. Do you have to "neutralize" the yoke once bank angle is achieved in a wing down landing?
2. Will the 777 maintain the (or re acquire the same) bank angle in a gust if the ailerons are kept neutral?
3. Is it true that "control inputs must be maintained to displace the flight control surfaces" in a wing down landing?
I'm trying to use the same context (and words) of posters 1 and 2, (Zlin and 737forever) in order to understand the answers.
1. Do you have to "neutralize" the yoke once bank angle is achieved in a wing down landing?
2. Will the 777 maintain the (or re acquire the same) bank angle in a gust if the ailerons are kept neutral?
3. Is it true that "control inputs must be maintained to displace the flight control surfaces" in a wing down landing?
I'm trying to use the same context (and words) of posters 1 and 2, (Zlin and 737forever) in order to understand the answers.
1. Do you have to "neutralize" the yoke once bank angle is achieved in a wing down landing?
2. Will the 777 maintain the (or re acquire the same) bank angle in a gust if the ailerons are kept neutral?
3. Is it true that "control inputs must be maintained to displace the flight control surfaces" in a wing down landing?
The aileron/flaperon displacement is proportional to control wheel deflection. There is a "gust suppression" function which can command yaw and/or roll but it's for ride comfort and is transparent to the pilot.
