From: email@example.com Organization: Internet Company of New Zealand Date: 10 Jul 95 03:18:14 References: 1
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In <airliners.1995.1005@ohare.Chicago.COM>, firstname.lastname@example.org (Robert Dorsett) writes: >The curriculum apparently calls for the practice of rolling wings level >following an engine failure after but near V1. This flies in the face of >the technique most private pilots learn, which is to use the rudder to >correct the yaw. >I note, however, that the 777 offers something called TAC, or Thrust >Asymmetry Compensation, which, according to Boeing _Airliner_, states: >"TAC counters the airplane yaw caused by an engine failure or throttle >split by providing an automatic rudder input during both manual and autopilot >flight." >So which is it to be? The first imperative is to retain control of the airplane. Rudder or aileron or a combination. On most modern Jets using more than a certain amount of control wheel deflection will deploy spoilers, not desirable. Once in control the aircraft should be trimmed out using rudder to minimise aileron input. On Boeing aircraft at least, the in trim state is with the control wheel centralised, the yaw controlled by rudder. David Allard.