Hello all, :)Maby this is a question for real pilots I think?Wich controls (yoke & rudders) to use in what stages of flight? I mean in these stages:-taxie-take-off-in flight-in landing-after or with the touch-down...and what about the autocoordination/yaw damper, when to enable or disable?All the best,gearbox

The yoke & rudder are used in all stages of flight, except for taxing to the runway perhaps. When taxing you just need to steer the nose wheel.

Ok, I'll bite,Taxi - rudders (nose-wheel steering actually) and differential braking, if required.Take-off - rudder, elevator to rotate.normal flight - elevator and aileronlanding - elevator, aileron and rudderafter landing - (see taxi).May I suggest you review the basic aircraft handling sections of the FS2K help files or get a good book in the library on basic flying skills. Then practice these basic skills on the cessna or something small and work your way up. If you have to ask these questions I suspect PIC767 is waaaayy over your head for your current experience level.Kevin in CYOW

Mr MB, While it's true in real life that the use of the nose tiller is the way to go, in PIC this is not modeled so we are stuck with using RUDDER, which by the way in real life commands no more than 6 degrees L/R whereas the Tiller gives 65 degrees L/R and can do a 180 in a 44 1/2 meter wide space, taking into account wing span clearance of course would be a greater area. Best Wishes,Randy J. [email protected]" A little learning is a dangerous thing"

"If you have to ask these questions I suspect PIC767 is waaaayy over your head for your current experience level."Unless you are a non-pilot, like myself, who has no idea of how to (really) fly an airplane manually, but who still enjoys auto-piloting and airplane system analysis ;-)BTW, is there any particular reason why ailerons are not used for takeoff? (by takeoff, I mean on the runway).Thanks.Cheers.Ian "rudderless" R.

Well Ian, ailerons are definitely used on the runway in virtually all crosswind conditions. A little down aileron on the upwind wind will greatly increase stability during takeoff and landing.You'll notice once you get into bigger aircraft with huge rudders that gusts from the side will produce strong weathervane forces (yaw).Also, it's very bad to get the wind under your upwind wing.Iz

"Well Ian, ailerons are definitely used on the runway in virtually all crosswind conditions." Thanks Iz...I thought I had heard that somewhere, but when they weren't included in Kevin's list I began to doubt my memory ;-)Cheers.Ian.

Actually,all the controls aileron, elevator, and rudder are used in all phases of flight: taxi, takeoff, normal flight, landing...for taxi-ing, "dive away" from the wind (tailwind), "climb into" the wind (headwind) for a tricycle aircraft. For a tail-dragger the taxi procedure is different. probably more applicable for the smaller GA aircraft, in a good gusty conditions, you can get flipped over in a Cessna (it is quite an uncomfortable feeling, feeling your tail get lifted from behind while taxiing). and of course rudder/differential braking to steer.otherwise probably totally irrelevent for the big iron jets (I personally really dont know about these airplanes only the little piston ones).You should consider the aircraft "flying" anytime the gust locks are removed from the flight controls and should be manipulating the flight controls accordingly.Cheers :)Woodreau / KMVL

Ian,Although you may use a little aileron on take-off, the amount compared to small airplanes is quite small so I didn't bother to include it. The problem with too much aileron input is that as the yoke is deflected for roll control it also activates the spoilers (which aid in roll control) and therefore induces unwanted drag on the take-off.When I fly a C-172 in a good crosswind (i.e I am feeling brave that day) I will use a lot of aileron into wind on a take-off. When I fly big airplanes(although I have not flown the 767 in real life)I will use very little aileron on take-off (with no control difficulties) for the reasons mentioned above. After rotation the aircraft will nicely weathercock into the wind and away you go.Another poster talked about using all controls in all phases (including taxi). I would agree if we are talking about small airplanes (where wind effects are much more noticable). However, nobody is taxiing around big airplanes constantly adjusting elevator and aileron for the wind conditions, unless we are talking about really strong winds (in fact, the left seat has his left hand on the tiller and his right hand on the throttles and the right seat is probably running checklists or enjoying the scenery but he will not be playing with the yoke).Light aircraft techniques are not always tranferable to heavy airplanes and vice versa.Hope that clears up my response for you Ian. Always enjoy your "technical answers" to some of the questions posted in this forum.Kevin in CYOW.

"The problem with too much aileron input is that as the yoke is deflected for roll control it also activates the spoilers (which aid in roll control) and therefore induces unwanted drag on the take-off."Good point, Kevin...According to my trusty (somewhat dusty) notes... only 4 degrees of roll input (during takeoff) is required to start lifting the spoilers.http://members.ozemail.com.au/~b744er/767/...sVsSpoilers.gifI'm certainly glad I'm not flying these things for a living :-hahThanks for the clarification.Cheers.Ian.

Ian,Another reason, (that I neglected to mention yesterday but remembered after posting) for not having aileron input in at rotaton is to avoid the possibility of a nacelle or wing tip strike with the down-going wing. I don't know if the geometry of the 767 makes this a very real risk but I know on the 707/AWACS it certainly was (the same reason the light aircraft wing-down crosswind landing technique is not recommended).PS, I just knew you would have a neat diagram for us!Kevin in CYOW

Kevin, I certainly don't worry about the engine of my 757 touching the concrete on takeoff. That would be an extreme situation, especially during rotation. Only about a 3 degree bank angle into the wind greatly enhances controllability in a strong gusty crosswind takeoff.The spoilers hardly increase drag as much as they decrease lift.And anyway, I do have a tiller on the right hand side as we enjoy equal opportunity employment here in Europe :) I'll let the captain bother with the checklists :)Iz