Watching a video entitled Airbus A330 Takeoff Sidestick View, there appears to be a lot of side-to-side movement of the sidestick, as well as a lot of pushing the nose down:
I was under the impression that movements on the control column should be smooth and not erratic — what is the reason for the side-to-side movement? As far as I can see on the MFDs, there is no heading change prior to 02:50 (which appears to be done by the A/P anyway). Is it turbulence?
Also, what is the reason for pushing the nose down? Is the plane naturally trying to pull up at too high of an angle?
This landing video appears to show even more erratic control. Is this normal?
One of the unique aspects of Airbus fly-by-wire aircraft is that the sidesticks provide NO feedback. Because of this, the planes have an automatic trim system. Once the aircraft is pitched to a desired attitude, the pilot will then release the control stick and the aircraft will continue to fly at the selected attitude.
Correspondingly, if a pilot desires to reduce the pitch, they must push the stick forward to do so. In an Airbus (unlike most other aircraft), a pilot doesn't manipulate trim at all (except in non-normal situations).
As an aside, in the normal flight regime, Airbuses provide automatic protections from unsafe attitudes. Thus, if a pilot desires maximum rate of climb (that is possible in the current configuration), he can simply pull the sidestick all the way back. The computer will automatically keep the aircraft from exceeding maximum load factor and/or critical angle-of-attack.
To answer the other part of your question, the lateral stick movement is likely due to turbulence. Control inputs in large aircraft tend to be more pronounced than smaller aircraft (due to slower aircraft reaction times).
For each takeoff in a jet like this, there is a target airspeed that is used during the climb just after takeoff. When the nose of the aircraft is first lifted, a target pitch setting is used which should get close to that airspeed. After things start to stabilize, corrections are made to the pitch in order to capture and maintain the desired airspeed.
Pay close attention to the Primary Flight Display during the takeoff:
You will see that the pilot is simply making corrections in order to maintain the desired airspeed and bank angle:
This particular flight must have had turbulence because both the bank and the airspeed were jumping around a fair amount, requiring constant adjustments on the part of the pilot.
Watching a video entitled Airbus A330 Takeoff Sidestick View, there appears to be a lot of side-to-side movement of the sidestick, as well as a lot of pushing the nose down: I was under the impression that movements on the control column should be smooth and not erratic — what is the reason for the side-to-side movement? As far as I can see on the MFDs, there is no heading change prior to 02:50 (which appears to be done by the A/P anyway). Is it turbulence? Also, what is the reason for pushing the nose down? Is the plane naturally trying to pull up at too high of an angle
This video shows a Hawker jet with the wing fluttering up and down like it's about to break. What can cause flutter like that? Can it actually cause a wing or stabilizer failure? How can flutter be prevented? What should be done if something like this happens?
Something that just popped into my head: I've been on a few easyJet and Ryanair flights where a lot of passengers clap and cheer on touchdown. Would the pilots be able to hear this? Here's an example I found by searching YouTube: It seems pretty commonplace... but can the pilots hear them? I guess it would be distracting. Just something I was wondering!
On the sidesticks of Airbus aircraft, there is a Priority Takeover button. Wikipedia has this to say: In typical Airbus side-stick implementations, the sticks are independent. The plane's computer either aggregates multiple inputs or a pilot can press a "priority button" to lock out inputs from the other side-stick. On US flight 1549, the CVR transcript shows that Sully hit the Priority T/O button, after the co-pilot (Skiles) handed over control of the aircraft: 15:27:23.2 - Sully: My aircraft. 15:27:24.0 - Skiles: Your aircraft. 15:27:26.5 - FWC: Priority left. I'm
In the first part of this YouTube video, you can see an aircraft supposedly flying 4x faster than the surrounding aircraft, at the time the Malaysian 777 went missing. After replaying this on Flight Radar 24, KAL672 departs Kuala Lumpa a short while before MAS370. It then does a 180, flies back towards the airport, then appears to do another 180 and rockets across the ocean: Here are the playback links for 2014-03-07 16:55: KAL672 and MAS370. Essentially, my question is, what is this oddity that FR24 is showing? (to ward off conspiracy theorist nuts).
Watching a video on YouTube of an A340-600 takeoff, I noticed that it has at least two exterior cameras — one for lining up the nosewheel, and the other on the tailfin: After the NTSB recommended the use of exterior cameras in 2012, I'm wondering how widespread these are? Which models of Airbus aircraft have them? Do any Boeings? For bonus points, do these record or are they realtime-only?
Is it just my imagination, or is it a fact that many large airliners actually touch down "crabbed" on difficult crosswind landings? Here's what I mean: http://www.youtube.com/watch?v=OtnL4KYVtDE (watch at 01:10) Or this: Is the main landing gear specifically designed to allow this? Is it recommended or discouraged by the manufacturer?
Recently, the crew of an Indian airline performed a short choreographed dance sequence mid-flight on the occasion of Holi. This is, a not so rare practice amongst low-cost Indian carriers, who organize such dance sequences to celebrate special festivals (since festivals are a huge part of Indian culture, plus publicity for the airline afterwards). Here is a YouTube video. One of the pilots can be seen recording the dance on his camera. SpiceJet specially planned this event, and had extra cabin crew on-board the flight as a precaution. Also, during the dance, one of the pilots
Looking at this video on Youtube, I'm wondering if it is actually legal to take off with a windscreen iced like that? For VFR this is a no go, but what about IFR and under what conditions?
if this is a bug or if the real aircraft actually behaves like this. I have wondered about this for some time. I can only dream about becoming a pilot and find out myself cause of my bad eyesight. Here is a video of me landing the 737 where i had to deploy speedbreaks: http://www.youtube.com/watch?v=8BGL5lH-VXY Since this video is getting a little outdated: I can no longer tell exactly the payload or weight...I often fly the PMDG 737-800 (with winglets) in my home simulator and most of the times, I find it hard to slow the aircraft down for landing when I descend. Most of the time, I need to deploy