777 fly by wire?
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777 fly by wire?
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?
And what is the normal way of doing it? I have seen both crab and wing low,but not sure what is the normal way of doing it.
And what is the normal way of doing it? I have seen both crab and wing low,but not sure what is the normal way of doing it.
Flies just like a normal aircraft with crossed controls, control inputs must be maintained to displace the flight control surfaces....my preference is the sideslip in crosswinds, just as the auto-land function does, no dramas and smooth landings ,as the form drag does not change in the flare as can happen with the de-crab and popping a roll-spoiler with robust aileron inputs.
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...Flies just like a normal aircraft with crossed controls, control inputs must be maintained to displace the flight control surfaces....my preference is the sideslip in crosswinds, just as the auto-land function does, no dramas and smooth landings
Works good, lasts a long time.
Next question...
Actually, there might be...the L1011 was certified from the factory to CATIIIA, from the get-go.
35 knots direct crosswind.
Done it...works good.
Thank you.
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411A, I'll have to take alook at my old manuals but I do not recall the autoland x-wind limit being as high as 35kts?
The 777 is 25 kts and that seems to be a Boeing fleet standard. Good for CATlllB with an engine out and 25 kts, if you have the nerve.
Max hand flown demonstarted xwind on the 777 is 38 kts.
And yes the airplane flys pretty much the same as other Boeings if not a little better with the FBW/PFC's doing there little tap dance
.
The 777 is 25 kts and that seems to be a Boeing fleet standard. Good for CATlllB with an engine out and 25 kts, if you have the nerve.
Max hand flown demonstarted xwind on the 777 is 38 kts.
And yes the airplane flys pretty much the same as other Boeings if not a little better with the FBW/PFC's doing there little tap dance
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411A, I'll have to take alook at my old manuals but I do not recall the autoland x-wind limit being as high as 35kts?
Wet runway, 25 knots.
CatIIIB, 15 knots max, as I recall.
Wing-down method used for touchdown, from 150 feet radio height.
Engine inop, same/same.
Actually the 777 can Autoland up to the max limit of 38kts.
The limitations section mentions the 25 kts "when the landing weather minima are predicated on autoland operations"
If the weather is ok ( apart from a howling x/w ) then no problems!!
to quote the FCOM 3 limitations section:
only. Refer to L.10 ‘Aircraft General’ for other conditions.
This was brought up with Boeing and they confirmed it as written.
The Airbus FCOM 3 Llimitations is worded differently and as such Autolands are always limited to 35/20/10 components.
The limitations section mentions the 25 kts "when the landing weather minima are predicated on autoland operations"
If the weather is ok ( apart from a howling x/w ) then no problems!!
to quote the FCOM 3 limitations section:
Automatic Landing
# Maximum allowable wind speeds when landing weather minima are predicated
on autoland operations:
Headwind 25 knots
Tailwind 15 knots
Crosswind 25 knots
Note:
Crosswind limit applicable to actual LWMO on a non contaminated runway
# Maximum allowable wind speeds when landing weather minima are predicated
on autoland operations:
Headwind 25 knots
Tailwind 15 knots
Crosswind 25 knots
Note:
Crosswind limit applicable to actual LWMO on a non contaminated runway
only. Refer to L.10 ‘Aircraft General’ for other conditions.
This was brought up with Boeing and they confirmed it as written.
The Airbus FCOM 3 Llimitations is worded differently and as such Autolands are always limited to 35/20/10 components.
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Nitpicker, I can hardly wait for my next oral!! BTW, 15Kts tailwind is only if you have bought the 15Kts "Option" as opposed to the standard 10KTs.
Thanks,
411A, not sure how a company (in the US) sets standards that may exceed FAA cetification numbers??
Thanks,
411A, not sure how a company (in the US) sets standards that may exceed FAA cetification numbers??
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411A, not sure how a company (in the US) sets standards that may exceed FAA cetification numbers??
You would be surprised what goes on elsewhere...even in UK/Europe...not to mention south of the Mediterranean.
\
NB.
The numbers I quoted were from SVA, when they operated L1011 equipment, and they operated to FAA regulations, with 'differences'.
SVA also have electronic moving map displays on all their TriStars (just forward of the throttles).
Deluxe...and they could afford same.
short flights long nights
We have a question about a 777, and good old 411 pops up again about the Tristar!!!! . Lord..give me strength................
Anyway..having never flown a Tristar.....but having several thousand hours on the 777, I can say it lands just like a "normal" aircraft when you fly it manually....in fact it flies normally all the time
Anyway..having never flown a Tristar.....but having several thousand hours on the 777, I can say it lands just like a "normal" aircraft when you fly it manually....in fact it flies normally all the time
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Clueless as to who SVA is? Moving map display? Wow... who would have thunk that. I'll trade twenty moving map displays for one simple EFIS.
TriStar is nice but way over the hill these days. I getting under the table for incoming.
TriStar is nice but way over the hill these days. I getting under the table for incoming.
Moderator
TriStar is nice but way over the hill these days.
.. most of us older blokes prefer our aeroplanes to be like our women and wine .. simultaneously well aged and aged well.
You just have to cut us some slack and tolerate our reminiscing ... now, did I tell you how absolutely fantastically good the Lockheed Electra was ... ?
.. most of us older blokes prefer our aeroplanes to be like our women and wine .. simultaneously well aged and aged well.
You just have to cut us some slack and tolerate our reminiscing ... now, did I tell you how absolutely fantastically good the Lockheed Electra was ... ?
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....fantastically good the Lockheed Electra was ..
Spooky2, SVA is SaudiArabian, they bought 17 TriStars, all -200's.
By the way, I believe that the RAF has some of their L1011's fitted with EFIS.
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Is podstrikes a problem due to the big engines,or will the wingtip or flap faring hit first with big bank angles where the deck angle is normal? And Yes;I am talking about the 777.
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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?
And what is the normal way of doing it? I have seen both crab and wing low,but not sure what is the normal way of doing it.
And what is the normal way of doing it? I have seen both crab and wing low,but not sure what is the normal way of doing it.
However i have some hours on the t7.
It behaves like any other Boeing, most of the time.
Went back to regional flights because my body watch coldn't deal with long haul flights.
Yeah it's FBW, but so what, the pilot still have control.
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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?
And what is the normal way of doing it? I have seen both crab and wing low,but not sure what is the normal way of doing it.
And what is the normal way of doing it? I have seen both crab and wing low,but not sure what is the normal way of doing it.
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Its a...wait for it.....a BOEING!!!
Boeing engineers designed the 777 to fly like an airplane. There is nothing magical about this aircraft. The fly-by-wire system works well, although the autopilot works better.
As for manual crosswind landings, when I teach this aircraft and those who look at the training manual, will see that a 'crab-decrab' is the best maneuver in this airplane. There is actually a note in the training manual that talk about some complications of using the sideslip method, during gusty wind conditions.
In short...this airplane is a dream to fly.
As for manual crosswind landings, when I teach this aircraft and those who look at the training manual, will see that a 'crab-decrab' is the best maneuver in this airplane. There is actually a note in the training manual that talk about some complications of using the sideslip method, during gusty wind conditions.
In short...this airplane is a dream to fly.
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FBW system INOP - manual controls
Okay folks, since we're on this subject - can ANYONE tell me if Boeing has EVER flight tested the Backup Flight Controls in MANUAL mode? (I.E. Cable control on spoilers #4 & #11)
I am currently getting certified on the 777 and have heard from a few instructors, that boeing NEVER tested this in flight. (something about not being brave enough, blah blah, etc...)
If anyone can help with links or any other type of info to verify or debunk this claim would be GREATLY appreciated!
I am currently getting certified on the 777 and have heard from a few instructors, that boeing NEVER tested this in flight. (something about not being brave enough, blah blah, etc...)
If anyone can help with links or any other type of info to verify or debunk this claim would be GREATLY appreciated!