Landing issues
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Per post #38, the issue was the expectation - Gray was confused and thought it was said that deploying the landing gear also deploys the speedbrake (it doesnt). The confusion was cleared up and resolved with input from Dee-Jay.
For anyone else still confused, deploying the gear lowers the trailing edge flaps, changes the flight control laws, and if the speedbrakes are fully extended, closes them to the 43 degree open position. Holding the speedbrake switch in the open position (its normally springloaded to neutral from the open position), instead overrides the partially closed state, so the speedbrakes remain fully open in the 60 degree position as long as you hold the switch.
This behavior is intentional to avoid pilots forgetting the brakes are extended, and touching down with the brakes fully open (which may lead to a tailstrike).
Thanks for the insight.
But does FLCS react to wing gusts or it doesn`t?When the FLCS reacts to ANYTHING that it does react to, its reaction time is much faster than human reaction time. It doesnt have a specific reaction to wind gusts, which is what I was clarifying. The pilot should avoid rudder input on touchdown. Rudder input at touchdown may lead to yaw transients, possibly leading to a departure from the paved surface.
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After several pages on this topic, I wonder if the OP has cleared up his issues??
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Per post #38, the issue was the expectation - Gray was confused and thought it was said that deploying the landing gear also deploys the speedbrake (it doesnt). The confusion was cleared up and resolved with input from Dee-Jay.
For anyone else still confused, deploying the gear lowers the trailing edge flaps, changes the flight control laws, and if the speedbrakes are fully extended, closes them to the 43 degree open position. Holding the speedbrake switch in the open position (its normally springloaded to neutral from the open position), instead overrides the partially closed state, so the speedbrakes remain fully open in the 60 degree position as long as you hold the switch.
This behavior is intentional to avoid pilots forgetting the brakes are extended, and touching down with the brakes fully open (which may lead to a tailstrike).
When the FLCS reacts to ANYTHING that it does react to, its reaction time is much faster than human reaction time. It doesnt have a specific reaction to wind gusts, which is what I was clarifying. The pilot should avoid rudder input on touchdown. Rudder input at touchdown may lead to yaw transients, possibly leading to a departure from the paved surface.
For the record
Deploying the gear does not switch the flcs to LG gains
What triggers the LG gain is gear Handle (or TEF extend …)
That means that of gear handle is stucked but you use your alternate gear, the Flcs will remain in cruise gain. You then need to manually TEF extend to switch the flcs in LG gain
By the way the fact you have HUD landing symbol with bracket does not mean you are in LG gain. The HUD symbology is triggered when the nose LAnding gear is locked
All of this is unfortunately not yet implemented with so much accuracy in 4.34, your will need to wait 3 to 4 weeks
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That means that of gear handle is stucked but you use your alternate gear, the Flcs will remain in cruise gain. You then need to manually TEF extend to switch the flcs in LG gain
Proper procedure of an alternate gear extension is to always put the gear lever down first
1. LG Handle: DOWN
2. Airspeed: 190 Kts
3. ALT GEAR handle: Pull
…So it would only happen to those not following the (BMS) checklists
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Must check because I am saying this by memory, but if I remember corectly, in case of Emergency Bus1 failure, the LG handle is not powered. So you will be able to put it down position, but it won’t do nothing (electrically) => no LG extension, no FLCS gain switch … But in any cases, fist goal is to put it in down position, so procedure remains the same.
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@Red:
Proper procedure of an alternate gear extension is to always put the gear lever down first
1. LG Handle: DOWN
2. Airspeed: 190 Kts
3. ALT GEAR handle: Pull
…So it would only happen to those not following the (BMS) checklists
Yes but
Gear handle can be blocked or electrical connexion bustedTherefore you can’t trigger LG gain with it
Please read -1 about it procédure is then to extend TEF in case this situation happens
The good news is that the eyebrow warning LGfault remains on in case fLcS is not in lg gain so you know if you are set to land when the warning is off
For the records I was not talking about BMS checklists as BMS implementation of the whole gear system (gear handle , alt gear/ faults/ lamps/ doors ) is totally inaccurate for now
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maybe that’s why there is a down lock release button
That one is not implemented in BMS sure enough (and hence why it’s left our of the BMS checklist), but the above procedure comes from the real checks for your information :).
Only omission is indeed the use of the Down lock release button, which unlocks the spring actuated handle lock if the electrical solenoid should fail or not be powered.It overrides all electrical LG control signalsAlthough this is already implemented for us cockpit builders (with the right hardware), it’s not in BMS yet and the BMS checks will be updated accordingly when and if that happens
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@Red:
, but the above procedure comes from the real checks for your information :).
Only omission is indeed the use of the Down lock release button, which unlocks the spring actuated handle lock if the electrical solenoid should fail or not be powered.It overrides all electrical LG control signalsBe careful RD, if you continue, Jp will probably also model it!
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@Red:
maybe that’s why there is a down lock release button
That one is not implemented in BMS sure enough (and hence why it’s left our of the BMS checklist), but the above procedure comes from the real checks for your information :).
Only omission is indeed the use of the Down lock release button, which unlocks the spring actuated handle lock if the electrical solenoid should fail or not be powered.It overrides all electrical LG control signalsAlthough this is already implemented for us cockpit builders (with the right hardware), it’s not in BMS yet and the BMS checks will be updated accordingly when and if that happens
I know about it of course but still
The handle can be locked due to battle damage (schnarpel in the box) and electric failure can also happen
Therefore IF the gear handle can not be lowered , or if the Landing warning still remains that means you have to TEF extend manually , this is written in -1
So you will have to update the manual anyway since plenty of things have changed lately in the gear area
For instance altgear can only be used once now (pressure in bottle modeled) , which was not the case before
Etc, etc….
Good thing is that it is 100% according to -1 so adapting manual should be easy
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@Red:
Proper procedure of an alternate gear extension is to always put the gear lever down first
1. LG Handle: DOWN
2. Airspeed: 190 Kts
3. ALT GEAR handle: Pull
…So it would only happen to those not following the (BMS) checklists
True, for LG system malfunctions, and some electrical failures where prior to pulling the ALT GEAR handle, lowering LG system should be attempted with the DN LOCK RELEASE .
Makes sense really. You cant really know if the LG system has malfunctioned, unless you use the gear handle first.
For hydraulic system B and dual hydraulic failures, ALT GEAR is pulled first , and then the gear handle is lowered.