Post by LOU on Jun 29th, 2011 at 7:56pm
The spoilers are automatically fed into the mix at around 10 degrees of wheel movement of the yoke.
On the top of the yoke there is a placard with degrees left and right of zero. This is used to see how much wheel displacement there is when trimming the plane and also to see where the spoilers begin to kick in during a turn.
If you move the wheel just a little past 10 degrees you get just a slight amount of spoiler deflection. If you really crank into a turn you'll get a lot more spoiler action with the aileron. Remember, the outboard ailerons are locked out with flaps up. This is because Boeing felt there would be too much stress on the end of the wing at higher speed. I don't remember there being a lot of difference in the roll rate with the aileron locked, since when it was locked out you were going faster so the control had more effect and it pretty much balanced out.
In the above picture the wheel is deflected about 20 degrees. In the lower picture you can see the wing and the ailerons and spoilers with some deflection. If you play with the controls while looking at the wing you will see the interaction of the spoilers and ailerons. Also while you're looking at the wing, hit the spoiler key [/] and see just how much more deflection you get. In the 707, in-flight spoiler use was avoided since the inboard spoilers would shake the horizontal stabilizer too much. There is a switch on the overhead panel to turn off either inboard or outboard sets of spoilers. If you did need some drag to get down (poor planning? :-[ ) you could turn off the inboard set of spoilers and just use the outboards.
As for using full flaps for landing, we always used 50 or full flaps in the 707 as it saved tires and brakes. In the 727 full flaps was avoided because it took more power and produced a lot more noise.
Lou
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On the top of the yoke there is a placard with degrees left and right of zero. This is used to see how much wheel displacement there is when trimming the plane and also to see where the spoilers begin to kick in during a turn.
If you move the wheel just a little past 10 degrees you get just a slight amount of spoiler deflection. If you really crank into a turn you'll get a lot more spoiler action with the aileron. Remember, the outboard ailerons are locked out with flaps up. This is because Boeing felt there would be too much stress on the end of the wing at higher speed. I don't remember there being a lot of difference in the roll rate with the aileron locked, since when it was locked out you were going faster so the control had more effect and it pretty much balanced out.
In the above picture the wheel is deflected about 20 degrees. In the lower picture you can see the wing and the ailerons and spoilers with some deflection. If you play with the controls while looking at the wing you will see the interaction of the spoilers and ailerons. Also while you're looking at the wing, hit the spoiler key [/] and see just how much more deflection you get. In the 707, in-flight spoiler use was avoided since the inboard spoilers would shake the horizontal stabilizer too much. There is a switch on the overhead panel to turn off either inboard or outboard sets of spoilers. If you did need some drag to get down (poor planning? :-[ ) you could turn off the inboard set of spoilers and just use the outboards.
As for using full flaps for landing, we always used 50 or full flaps in the 707 as it saved tires and brakes. In the 727 full flaps was avoided because it took more power and produced a lot more noise.
Lou
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