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Old 1st Feb 2022, 21:02
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eagle21
 
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Originally Posted by Greek God
Another thing that Airbus has trained out of operators: the input of up-wind aileron on a crosswind landing to keep the wing down and avoid exactly what happened!
Not that much margin on the tailstrike!!!

Airbus FCOM
"Additionally, the pilot will avoid setting stick into the wind as it increases the weathercock effect. Indeed, it creates a differential down force on the wheels into the wind side."
Boeing 737 FCOM
"As rudder is applied, the upwind wing sweeps forward developing roll. Hold wings level with simultaneous application of aileron control into the wind."

Andraz
Airbus has no buttons - you just firewall the thrust levers for TOGA
This quotation is incorrect as it only applies to the rollout in crosswind conditions (once the nose-wheel
is down)
Airbus does recommend exactly the opposite of what you suggested.

Airbus FCTM does say for a crosswind landing: LATERAL AND DIRECTIONAL CONTROL

FINAL APPROACH

In crosswind conditions, a crabbed-approach wings-level should be flown with the aircraft (cockpit) positioned on the extended runway centerline until the flare.

FLARE
  • The objectives of the lateral and directional control of the aircraft during the flare are:
  • To land on the centerline, and
  • to minimize the lateral loads on the main landing gear.
  • The recommended de-crab technique is to use all of the following:
  • The rudder to align the aircraft with the runway heading during the flare
  • The roll control, if needed, to maintain the aircraft on the runway centerline. Any tendency to drift downwind should be counteracted by an appropriate lateral (roll) input on the sidestick.
In the case of strong crosswind, in the de-crab phase, the PF should be prepared to add small bank angle into the wind in order to maintain the aircraft on the runway centerline. The aircraft may be landed with a partial de-crab (residual crab angle up to about 5 °) to prevent an excessive bank. This technique prevents wingtip/sharklet (or engine nacelle) strike caused by an excessive bank angle.

As a consequence, this may result in touching down with some bank angle into the wind (hence with the upwind landing gear first).
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