When should the half bank mode of an autopilot be used?

  • When should the half bank mode of an autopilot be used? Lnafziger

    Half bank can make turns more comfortable for passengers, but ATC expects turns to be at standard rate much (most?) of the time. When is it permissible to use half bank?

  • Seems like the accepted practice is to use half rate when faster than 250 knots, in cruise, or when flying in icing conditions.

    The AIM (5-10-3) also states that pilots should use half standard rate (through probably referring to hand-flying) when on final of a no-gyro approach like a PAR.

    The rest of the time, in terminal areas and when holding, standard rate is expected by ATC. When unable to maintain standard rate (icing, for example) in those cases, notifying ATC should suffice.

Related questions and answers
  • Half bank can make turns more comfortable for passengers, but ATC expects turns to be at standard rate much (most?) of the time. When is it permissible to use half bank?

  • for a second and then quickly unwinding 3-500 feet before steadying (or actually increasing the first couple of turns) for another second. Why is that? It seems unreasonable to me that it would actually be leveling out. It's worth noting that in the middle of descent, when spin is perfectly flat, it's unwinding evenly.

  • Is a private pilot license holder in the USA who is giving a scenic tour with friends allowed to let them fly the plane? Are there any restrictions on when this can be done? In my mind, this could be done safely while at altitude and the pilot could let them do a few shallow turns. They wouldn't want them doing anything complex and would want them to instantly let go if asked.

  • When I take commercial flights, or you see turns in the vapour trails, they turn very sharply. What's the reason for this - wouldn't it be more efficient to turn gradually?

  • I'm from Brazil, and here we use the West/East rule, so we use an odd flight level when we fly between 0/360 - 179, and when we fly between 180 - 359 we fly in an even flight level. But what should you do in other countries? Where I can find those rules? I've heard that in Europe it's totally different, and that in some countries in Asia they use meters, instead of feet. Where can I find this information?

  • 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?

  • Following up on this question about pilots letting passengers fly the plane, suppose you’re in a Cessna 172 with passengers and you have your PPL. If you want to let a friend try flying the plane, you might climb to 3,000' AGL and get clear of other traffic. You’d probably get to $V_A$ or a little less and trim for level flight. Then, you might let them try some shallow turns. You’d probably say: Don’t fight me on the controls If I say let go, let go immediately Don’t move any of the controls very rapidly Don’t move any of the controls to their limits What else might you say

  • Let's say that we're directly west of CATLI and have been cleared direct CATLI for the RNAV approach. We load the approach into the GNS430 and proceed direct the fix. After crossing CATLI outbound for the hold-in-lieu-of-procedure-turn, we realize that we want to stay in the hold for a few more turns. How do I tell the 430 that I don't want it to sequence to ZAMGI upon arrival at CATLI?

  • So every once in awhile I see an article talking about the air traffic control strikes in Europe like this one: European air traffic controllers to strike. How does this affect me if I am flying to Europe? Do they just close the doors and all airspace becomes uncontrolled airspace? I'm guessing not, but that's what I envision when I hear that! What happens if they go on strike while I'm over the ocean on my way there?

  • If I understand correctly, when a plane transitions from takeoff roll to being airborne, it is not something that happens "by itself" when the airspeed is high enough, but is caused by deliberate... lift with unchanged attitude, such as a symmetric aileron movement, or an additional flaps extension? And then after the plane is airborne it is rotated to climbing attitude? The descriptions I can easily Google up point towards 1. However, while that makes perfect sense for tricycle gear I don't see how that would work with taildraggers. Pushing down on the tail would just increase

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