Originally Posted by
Time Traveller
Nor do the ailerons. To be fair to crews, a lot of training departments tell crews not to apply into wind aileron, but whenever it gets badly out of shape, as it does here, it's nearly always the UPWIND wing that lifts, precipitating a loss of directional control. If nothing else, kicking off the drift has the secondary dihedral effect of lifting the upwind wing. Much better to come into the the flare with a bit of roll input and be ready for more, then up to full aileron after touchdown.
The Operator’s Manual (OM) specify the definitive technique to be used in a crosswind.
The phrase “kicking off” the drift is somewhat misleading, and likely to actually cause problems.
One technique to consider:
You apply (I prefer “squeeze”) rudder to align the aircraft with the centreline and simultaneous apply opposite aileron to prevent the secondary effect of yaw. You might even apply up to 5° degrees of roll into wind.
This technique commences probably as you commence the flare and closing the throttles.
On touchdown increase the into wind aileron input as required, and apply forward pressure on the control column to improve the nose wheel steering capability.
You might get the other pilot to hold the control column in place until taxi speed?