Airbus FCTM
Hi,
Just to add to Pantlords excelent post. A few quotes from the Airbus FCTM.
FLARE:
"In crosswind conditions, a crabbed-approach should be flown.
During the flare, rudder should be applied as required to align the aircraft with the runway heading. Any tendency to drift downwind should be counteracted by an appropriate input on the sidestick.
In the case of a very strong cross wind, the aircraft may be landed with a
residual drift (maximum 5°) to prevent an excessive bank (maximum 5°).
Consequently, combination of the partial de-crab and wing down techniques may
be required."
ROLL OUT:
"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 and differential drag due to spoiler retraction.
The reversers have a destabilizing effect on the airflow around the rudder and thus decrease the efficiency of the rudder. Furthermore they create a side force, in case of a remaining crab angle, which increases the lateral skidding tendency of the aircraft. This adverse effect is quite noticeable on contaminated runways with crosswind.
In case a lateral control problem occurs in high crosswind landing, the pilot will consider to set reversers back to Idle.
At lower speeds, the directional control of the aircraft is more problematic, more specifically on wet and contaminated runways. Differential braking is to be used if necessary. On wet and contaminated runways, the same braking effect may be reached with full or half deflection of the pedals; additionally the anti skid system releases the brake pressure on both sides very early when the pilot presses on the pedals. Thus if differential braking is to be used, the crew will totally release the pedal on the opposite side to the expected turn direction."