nosewheel steering?

rframe

rframe

pǝʇɹǝʌuı
So I was sitting around on the ramp waiting for a student the other night when I heard an airliner on approach into GEG say something like "hey uhhhhhh approach, can you tell tower that we lost nosewheel steering and so we'll need to sit on the runway for a bit to run through a reset". I found it interesting since I dont fly big airplanes. Is that a common thing? He didn't seem to care, it sounded like a minor inconvenience. What causes it to stop working? Some hydraulic relay something or another just decides to take a break?
 
Yep, its a electo-hydraulic commanded. Any number of things that can go wrong. Although doesn't happen that much.
In the Brazilian jumbo jet, the nose wheel steering is only available through 11 degrees. Not enough to make significant turns.
 
rframe said:
So I was sitting around on the ramp waiting for a student the other night when I heard an airliner on approach into GEG say something like "hey uhhhhhh approach, can you tell tower that we lost nosewheel steering and so we'll need to sit on the runway for a bit to run through a reset". I found it interesting since I dont fly big airplanes. Is that a common thing? He didn't seem to care, it sounded like a minor inconvenience. What causes it to stop working? Some hydraulic relay something or another just decides to take a break?
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I had a steering disconnect on my first landing in NYC-Kennedy in the EMB 145. It swerved a bit but brisk application of rudder can control the airplane at high speed. (It reset once we got stopped.)

We have pedal steering to 6 7 degrees either way on the Brasilia, plus tiller to 50 degrees, meaning that the nosewheel is power-steerable through...wait for it...60 57 degrees. It is electrically commanded (potentiometers on the tiller and on the rudder pedals) and hydraulically powered (through the green hydraulic system). We also have disconnect switches on either yoke - press and hold the trigger, and the nosewheel is free-castering - useful for if the power system has a little freak out and makes you head for the weeds, or if you need to make a REALLY tight turn.

Edited for stoopid/cross-pollinating.
 
Nark said:
Speaking of which, why does the bro have the gear pinned during push back?
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Reasons.

As I understand it the practice originated as the result of a (non-revenue, non flying) handling error that had 0 to do with pilots and pushback. I don't remember the specific details...but I will ask: I'm actually going to recurrent ground here shortly. (I was told once, but that was a few hundred cycles ago, and I simply do not recall.)
 
Tell john i said ....whos yur buddy?!
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Autothrust Blue said:
Reasons.

As I understand it the practice originated as the result of a (non-revenue, non flying) handling error that had 0 to do with pilots and pushback. I don't remember the specific details...but I will ask: I'm actually going to recurrent ground here shortly. (I was told once, but that was a few hundred cycles ago, and I simply do not recall.)
Click to expand...
 
The planes are all different but steering fails are usually caused by an electrical switch failing IMO. Either the plane fails to shift from Air to Ground modes or on the planes that have a manual switch in the cockpit that switch fails.
 
Autothrust Blue said:
I had a steering disconnect on my first landing in NYC-Kennedy in the EMB 145. It swerved a bit but brisk application of rudder can control the airplane at high speed. (It reset once we got stopped.)

We have pedal steering to 6 degrees either way on the Brasilia, plus tiller to 54 degrees, meaning that the nosewheel is power-steerable through...wait for it...60 degrees. It is electrically commanded (potentiometers on the tiller and on the rudder pedals) and hydraulically powered (through the green hydraulic system). We also have disconnect switches on either yoke - press and hold the trigger, and the nosewheel is free-castering - useful for if the power system has a little freak out and makes you head for the weeds, or if you need to make a REALLY tight turn.
Click to expand...
I'm cross-pollinating with some other airplane. It's 50 degrees tiller, 7 degrees pedal, for 57 degrees. Take that one out of my paycheck.
 
Some planes also only have nose steering through the tiller, and some of those don't go back to center. I don't think the plane ever saw the center line of the runway the first time I used the tiller.
 
cmill said:
Some planes also only have nose steering through the tiller, and some of those don't go back to center. I don't think the plane ever saw the center line of the runway the first time I used the tiller.
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Warning: use of tiller as a matter of habit above a brisk taxi speed will spill flight attendant, annoy the FO, and may scrub nose tires.
 
Just depends on the airplane. In mine, it is kind of a big deal.....or maybe just a deal....not really an emergency on a nice day with a long wide runway, but given the right conditions (heavy rain, crosswind, etc) it certainly could be an emergency. But that gets into the specifics of the aircraft.....comparatively light, springy gear that can create drifting on roll out, not a lot of rudder authority below about 100 knots on roll out, poor braking compared to our heavy friends, likelihood of blowing a tire and then having a real barn burner on the runway if you try to use differential braking at heavy weight to correct for a drift, etc etc. I'd bet that our friends in big heavy jets with a lot of inertia that like to stay planted and level on the runway, and who slow down in a real hurry with drag devices, good brakes, and reverse thrust, probably really don't care if they lose it, aside from having difficulty getting off the runway and to the gate. Might be wrong, but that would be my guess.
 
cmill said:
Haha trust me, it wasn't out of habit, it was out of the manual. Tiller to 80kts then rudder.
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Gasp!

What aircraft was this? Seems pretty quick for extended tiller use.

Dangerous using rudder at 75kts...:)
 
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