Crosswind + turb - landings in the A320 Family
Hi peeps!
1/. Does everyone agree that landing a light aircraft perfectly and consistently in a nasty slightly variable crosswind with bad turb can also be achieved, in the same way, in an A320 - except for the fact that when you go cross controls the stick should be neutral - as it is a rate lever as opposed to a flying control direct link to the control surfaces. As is the case and as TP said in his post in the long thread about crosswind properties in the sim?
2/. Also - can anyone confirm that the "landing mode" in the A320, if I have got it right, is closer to being Direct Law - if it is not in fact in direct law itself?
Put another way - are we in Direct Law when 10 feet off the ground or not (during landing)?
3/. Would everyone agree that during the landing roll and indeed during taxying in horrible crosswinds that applying into wind aileron will make both those . . .events a lot easier and in extreme conditions - attempting to taxy without into wind ailerons is a lot harder work, as the aeroplane will tend not to go where you want it? (due to the wind)
4/. Finally, if one is a Line Captain or a TRI - what`s the difference when in these conditions? Meaning: should not the senior member of the flight crew be helping the little fledgling along . . . or are there other factors in an A320 sized aircraft that preclude applying crosswind controls?
If so why does not everyone do it - why do things land rollout and taxy - the whole nine yards with no into wind input?
5/. As everyone is aware - landing in a crosswind and taking off in a crosswind - needs the applied aileron (into wind) as does taxying in a p--y crosswind too. The reason being - amongst others is that the wind is blowing onto the tailplane because the wind IS blowing onto the tail plane which pushes the tailplane one way causing the nose to want go the other way. What ever you do with your steering on the ground it is still going to have that affect - unless you apply into wind controls - as well. This can be better demonstrated in a lighter aircraft than a 70 to a 280 ton larger type.
Am I being picky?
Last edited by Natstrackalpha; 13th Jun 2014 at 06:36.