737 or other jets full rudder deflection.
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Makes sense to me. I just wasn't sure anymore because Alexban said....
"Rudder pedal movement is limited in flight by mechanical stops,effort simulators or software programs,depending on the aircraft type."
I would assume then that this statement is not applicable to all jet transports.
"Rudder pedal movement is limited in flight by mechanical stops,effort simulators or software programs,depending on the aircraft type."
I would assume then that this statement is not applicable to all jet transports.
Other Moving Bits
Why are you limiting this discussion to the Rudder Movement..?
Both the Elevator and Ailerons work on the same principle, and no-one complains that they cannot push or pull the control column to it's fullest extent.
Both the Elevator and Ailerons work on the same principle, and no-one complains that they cannot push or pull the control column to it's fullest extent.
Let me ask the obvious question: why would you want to?
Throughout history aircraft have been broken and people killed because of what pilots thought they could do versus what they should do.
Unless this is a purely academic discussion.
Above FL100 and 250kts you treat the flight controls like they’re connected with ice crystals from light to moderate snow on Christmas Eve.
Throughout history aircraft have been broken and people killed because of what pilots thought they could do versus what they should do.
Unless this is a purely academic discussion.
Above FL100 and 250kts you treat the flight controls like they’re connected with ice crystals from light to moderate snow on Christmas Eve.
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USAF F/E on C141A
I hope to God this situation has been remedied years ago . The US Air pilots were highly qualified aviators,caught up in enigma. A C-141A experienced a simulator upset, known as the only supersonic C141A in the C-141 accident database. A shorted diode in the Yaw Dampener test circuit caused the rudder to fully deflect at FL 410 over Vancouver, Canada enroute to Alaska Read the report .
I was based at McChord AFB when this happened. Crew was from Norton AFB. C-141 had a handful of uncommanded rudder in flight incidents. Check list called for YD off, if that didn’t fix it , A/P off, still not fixed, upper rudder off, still not fixed, lower rudder off. With no A/P or YD, flying at max altitude (to save fuel, mandated by the brass), the airplane immediately snapped into a Dutch roll, flopped on its back, repotedly went supersonic and basically flew itself out of the dive at 17,000’.
After this incident, the checklist was amended to turn the affected system back on before turning off the next system. Also, every pilot did Dutch Roll training in the aircraft (not the sim) using the “bump the rising wing technique”, as well as activating the YD or A/P. The C-141 diverted to Comox on Vancouver Island.
I hope to God this situation has been remedied years ago . The US Air pilots were highly qualified aviators,caught up in enigma. A C-141A experienced a simulator upset, known as the only supersonic C141A in the C-141 accident database. A shorted diode in the Yaw Dampener test circuit caused the rudder to fully deflect at FL 410 over Vancouver, Canada enroute to Alaska Read the report .
I was based at McChord AFB when this happened. Crew was from Norton AFB. C-141 had a handful of uncommanded rudder in flight incidents. Check list called for YD off, if that didn’t fix it , A/P off, still not fixed, upper rudder off, still not fixed, lower rudder off. With no A/P or YD, flying at max altitude (to save fuel, mandated by the brass), the airplane immediately snapped into a Dutch roll, flopped on its back, repotedly went supersonic and basically flew itself out of the dive at 17,000’.
After this incident, the checklist was amended to turn the affected system back on before turning off the next system. Also, every pilot did Dutch Roll training in the aircraft (not the sim) using the “bump the rising wing technique”, as well as activating the YD or A/P. The C-141 diverted to Comox on Vancouver Island.
