Bloggs,
… you appear to have missed a previous point. No matter how capable we are, or think we are, we are only as good as the next landing.
How might we, individually, compare the simulator with the real world. By experiencing a range of spot points, but not every situation, by relating to theory, but what is the theory of your aircraft, or do we just assume.
Rating the difficulty of a flight manoeuvre (
‘it not that difficult’) is an individual, subjective assessment, there is no universal scale, thus no easy means of exchanging hard-earned knowledge with those not so experienced.
The problem is not so much in performing the manoeuvre, it’s understanding why it did not turn out as expected and explaining how it might be bettered; and then how to judge those conditions (within the max demo limit) when the manoeuvre should not be attempted.
Operational crosswind limits might be proportional to the number of stripes on the sleeve, but that does not translate to ability; neither the aircraft or runway width recognise stripes or experience.
June737,
further info re your question #1.
https://www.airbus.com/content/dam/c...agazine_20.pdf Page 22 ->
Although the article states
“… correct lateral flight path” means localizer centered or nose of the aircraft trajectory aligned with the runway axis, thus ensuring the pilot’s eye is aligned with the runway axis”; this should not be taken to extremes, there is a point of visual transition as explained in earlier posts, so that the difference between LOC and visual is not a concern. Also, remember that the autoland references LOC and minimises drift, although perhaps not allowed in high crosswinds.
And a previous view of crosswind landing certification;
https://www.airbus.com/content/dam/c...agazine_15.pdf Page 8 ->