Crosswind Landing Accident.
Join Date: Jan 2023
Location: NC
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At one time in my career, because the 707 simulator was not adequate, we used to have check new captains out on cross-wind landings on the aircraft at Prestwick or wherever we could find a sufficient cross-wind component. Each captain did at least three landings in succession. There is not much room for error on that type, the 747 was much easier.
First piece of advice - never, ever kick off the drift, instead, during the flare, gently push off the drift to remove the crab while keeping the wings level. Next piece of advice - resist the temptation to be over-active on the ailerons and rudder because that will only lead to unwanted PIOs. Third piece of advice - continue to fly the aircraft after touchdown and during the landing roll since the tendency to lift a wing only gradually reduces with airspeed.
Of course, this is easy to say but requires practice in order to coordinate it with the flare. Ideally, the transition should start at about 50ft and it is better to land with a little crab still remaining than to start too early and then drift towards the downwind edge of the runway.
First piece of advice - never, ever kick off the drift, instead, during the flare, gently push off the drift to remove the crab while keeping the wings level. Next piece of advice - resist the temptation to be over-active on the ailerons and rudder because that will only lead to unwanted PIOs. Third piece of advice - continue to fly the aircraft after touchdown and during the landing roll since the tendency to lift a wing only gradually reduces with airspeed.
Of course, this is easy to say but requires practice in order to coordinate it with the flare. Ideally, the transition should start at about 50ft and it is better to land with a little crab still remaining than to start too early and then drift towards the downwind edge of the runway.
What you have written is absolutely what I was taught flying a V bomber straight out of training and used throughout my career. That said, just a few degrees of into wind bank. 2 or 3 at most, in the flare seemed to work well on the Boeing twins (3, 5 and 6) without compromising pod clearance.
DP Davis in HTBJ emphasises the need to remove drift by pushing the rudder NOT kicking it !
Coffee finished !
RetiredBA/BY,
HTBJ by DPD was my bible. I flew with him a couple of times and sat at the master's feet
HTBJ by DPD was my bible. I flew with him a couple of times and sat at the master's feet
He certainly knew his stuff and even more importantly able put it across and teach it on.
A God given talent .
If you haven't already listened to these RAeS podcasts of DPD talking about his career and doing certification tests on various aircraft types you really need to do so. They are excellent:- D P Davies interviews on certificating aircraft
If you haven't already listened to these RAeS podcasts of DPD talking about his career and doing certification tests on various aircraft types you really need to do so. They are excellent:- D P Davies interviews on certificating aircraft
Yes - they probably have, but it depends on the aircraft type due to the need for pod clearance. The 707 was probably more critical than the 757/767 therefore the de-crab during the flare was the recommended technique. Horse for courses!!
Having flown over ten types, I have a procedure prior to the start of groundschool of studying ahead of time to be more familiar with systems. I tried this with the Airbus manuals and soon gave up as I found them to be too difficult to get a good initial understanding.
Instead, Inwatched a long series of United Airlines videos(with the understanding that there are differences). After each video, I would then compare with the Airbus section for that system, which made things much better.
One would think that such a large company, that is partly British owned, would get a Brit to write their manuals in English(or now update them). After all, they have plenty of money and it could be a safety issue. All it takes is one accident these days to harm a reputation significantly.
Instead, Inwatched a long series of United Airlines videos(with the understanding that there are differences). After each video, I would then compare with the Airbus section for that system, which made things much better.
One would think that such a large company, that is partly British owned, would get a Brit to write their manuals in English(or now update them). After all, they have plenty of money and it could be a safety issue. All it takes is one accident these days to harm a reputation significantly.
I am not trying to be clever, but I never had a problem crosswind landing Airbus FBW. Possibly because I learned crosswind landings flying small and medium turbo props, (where it is more crucial to get the handling exactly right), and we used the crossed-controls wing down method from short finals. The only things on the subject I took from the Airbus manuals and SOPs was to use the crab/de-crab technique and wings level rather than wing down.
When I transferred to the Airbus, we just needed to modify to the crab/de-crab method: Fly crabbed all the way down to the flare, offset slightly upwind of the centreline. As you flare, simultaneously gently squeeze the rudder* to yaw and align with the runway, and keep the wings level, (although I probably put in a tiny 1° or 2° of upwind wing down as I straighten to counter the advancing wing lift). If you get the timing right, the mains touch just as you complete the straightening manoeuvre.
On turbulent days it is worth knowing about partial spoiler deployment, which is a very handy feature.
*I have never understood the "kick it straight" thing. Kick it ???? Gently and smoothly squeeze the rudder, is all you need. Treat all controls gently.
