As a private pilot I have zero knowledge about how big jets are being flown so I was a little surprised to see that smaller Airbuses (A32x) only use spoilers for roll control on final approach.
During the initial phase of the approach ailerons are being used but at a certain point they stay put in the neutral position and roll is controlled by the spoilers.
When I mentioned this to the pilot when exiting the aircraft he was a little annoyed by the question and he said I must have seen it wrong. I've seen this numerous times since then so I'm pretty sure I wasn't mistaken.
Is this actually how the spoilers are used on approach, and if so, why?
This HD video of an A320 landing in Chicago shows that the ailerons move all the time during the approach, although the excitations are very limited from the moment the final flaps are selected. It seems there is some kind of limiting functions activated.
Airbus has various versions of the aileron and spoiler control system on the A320 family. It is important to note that all these control surfaces are used together to control roll, yaw and alleviate gust loading on the wing. On the short field kit, the ailerons will move upwards on both sides to assist in steeper descent.
It is very common to use spoilers for augmented roll control during low speeds, most big jets use it. It is sometimes observed that spoilers deploy partially during takeoff under strong crosswind conditions. Here is an example of a B767 that has spoilers deflected during most of the take-off roll.
As a private pilot I have zero knowledge about how big jets are being flown so I was a little surprised to see that smaller Airbuses (A32x) only use spoilers for roll control on final approach. During the initial phase of the approach ailerons are being used but at a certain point they stay put in the neutral position and roll is controlled by the spoilers. When I mentioned this to the pilot when exiting the aircraft he was a little annoyed by the question and he said I must have seen it wrong. I've seen this numerous times since then so I'm pretty sure I wasn't mistaken. Is this actually
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, the procedure turn or hold-in-lieu-of-PT is not permitted when the symbol “No PT” is depicted on the initial segment being used, when a RADAR VECTOR to the final approach course is provided, or when... when it is not required by the procedure, but must inform air traffic control and receive clearance to do so. If an instrument plate contains errors, am I still required to comply with them? ...This is a snippet from the KESC RNAV 36 approach. It's a real procedure, I didn't photoshop it except to add highlighting. Let's say I was in the position that the blue aircraft is in (roughly 10
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These days, when reading news about missing Malaysia Airlines Boeing 777-200, I keep coming across a scenario where pilot might have deliberately turned off the transponder which is used for the communication of flight with ATC. When there is a possibility that any bad thing can happen when pilot turn off transponder, why would one give the ability of turning off the transponder to a pilot when he/she usually depends on instructions from ATC or flight control. Is there anyway that ATC can turn on transponder back from ground?
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