I worked on Russian Fighter aircraft where both the Rudder Pedals were mechanically interlinked i.e Captain applies force on his pedal than both pedals (Captain & First Officer) move & vice versa. Single Pedal sensor Unit (of course redundant sensors) senses the position and sends it to the Fly-By-Wire Computer for moving the control surfaces.
I would like to know if this is true for all aircraft (Fighter/Commercial, Boeing/Airbus, etc.) and if not, what are different implementations? Maybe different sensors for Captain/First Officer, different arch etc.
Also on the same lines, how does Pedal Feel operate i.e, does it takes a signal from pilot pedal sensor or from actuators to provide feel to the pilot/copilot?
All? I doubt there's anyone who knows all models of aircraft but it seems the norm at least.
How they operate depends on the aircraft of course. Anywhere from fully mechanical, direct linkage to the rudder through cables to directly driving hydraulic pumps that drive the rudder to driving sensors that feed data to the flight control computers which in turn drive electric motors that drive the hydraulic pumps that drive the rudder.
In the EMB-145 and -135 the rudder controls are mechanically linked in the tail in an assembly that converts torque from the rudder cables to linear rod input into the rudder hydraulic control units. Up until this assembly the rudders are technically independent and the cables for each rudder are routed differently through the airframe so that a single point of damage does not render the rudder inop. The autopilot servo is only located on the captains rudder cables. Through the rear linkage both pilots rudder pedals will move together when either provides input.
Our other controls are a bit more interesting. The roll input is also linked, but it is linked at the control column, Each yoke independently controls its own aileron -- the CA yoke only flies the left aileron and the FO yoke the right aileron. It is only through the control column linkage that each yoke can control the whole airplane. It is done this way so that if there is a problem with a cable jamming, the control interlock can be disconnected and at least half control regained.
I worked on Russian Fighter aircraft where both the Rudder Pedals were mechanically interlinked i.e Captain applies force on his pedal than both pedals (Captain & First Officer) move & vice... aircraft (Fighter/Commercial, Boeing/Airbus, etc.) and if not, what are different implementations? Maybe different sensors for Captain/First Officer, different arch etc. Also on the same lines, how does Pedal Feel operate i.e, does it takes a signal from pilot pedal sensor or from actuators to provide feel to the pilot/copilot?
, in their attempts to recover from a stall, the first officer pushed his yoke upwards (fatefully) while the reserve copilot pushed his yoke downwards (correctly). Consequently, both opposite actions nullified each other and the plane continued its fall as a result of its stall. The captain was out of the cockpit at the start of the stall. He returned afterwards (I don't recall exactly when), spent some...Suppose that an aircraft is in an exigency or emergency solely related to aviation (ie not a medical situation). Moreover, suppose that some airline passenger believes that he/she can help
a simple explanation of the above case. Edit: I am attaching two screen shots of two sets of equations from two sources. Links to the books are included below. Both sources state... and rotation about the y axis (so stated in the first book) Thereafter, I don't understand the procedure. 1st set of equations from book 1: second set of equations from source 2: book1: pg...I hope this is a relevant place for me to ask a math question regarding aircraft design. I am trying to understand how one would implement a controller to control the pitch angle of an airplane
On planes that have a captain and a first officer, how are flight hours logged and split between the two? Are the hours split between the Capt and First Officer based on who is physically piloting the plane or are the same amount of hours are assigned to both?
StallSpin's answer on the recent question about VFR traffic patterns has got me thinking about the "Remarks" section of the Airport/Facility Directory. We are all taught in training to review the AFD entry for airports we intend to visit (part of FAR 91.103's "become familiar with all available information" requirement), and to comply with any restrictions noted - typically things like "no touch-and-go landings", "Standard traffic pattern required of all aircraft", "Prior Permission Required for jet aircraft", etc. Aside from it being The Right Thing To Do, and avoiding the possibility
in which the crewmember is to serve since the beginning of the 12th calendar month before that service. This section does not apply to a certificate holder that uses only one pilot in the certificate... months) but I haven't been to training yet, so 135.323 doesn't really apply. From my interpretation of the regulations I would say no, however every 135 company that I have ever flown for continues using pilots until they go to school, or stop flying at the end of the late grace month if they still haven't gone. The POI's have never complained about it. I feel like I must be missing
plane was fine, and I can't find any Part 61 regulations that are specific to experience in one make/model aside from adding an experimental aircraft as part §61.63(h)(1), which is what I assume...I'm a student pursuing a US Private Pilot License, and recently scheduled my checkride. I've been training in a 1981 Piper Warrior (PA-28-161), but if its annual goes sour I may have to take my club's 1980 Piper Archer (PA-28-181). I have well over §61.109's 40 hours in the Warrior alone, and only ~10 hours in the Archer. I have a separate club checkout and CFI solo endorsement for each
Part 135 instrument currency in a Jet aircraft requiring two pilots, requires both pilots to be instrument current. But how about the same situation for a Part 91 flight? Does the SIC need to have his 6 approaches with tracking, intercepting, holding etc... in the last 6 months?
How does it feel when you change from an aircraft to another but of the same model? Sometimes when you change a car and drive another one of exactly the same model you do feel differences due to various factors like wear and tear, mileage, different service schedules etc. Does this apply also to aircraft or are they exactly the same?
In a flight database that I'm working with on a project, there is a column of data called "flightCategory" with values "C", "G", "T", etc. Any idea what those actually mean? From what I understand, the database is from FAA. But I'm not 100% sure.