Crosswind Landing Accident.
Autoland crosswind limits are typically much lower than manual landing limits. However, I don't know of any autoland system that does not establish runway alignment before flare starts. Are there any?
Sperry/Honeywell systems typically enter ALIGN mode at 150 ft RA and FLARE mode at 50 ft RA. If a pilot always handles a crosswind differently than autoland how do they build confidence that autoland will actually work at the crosswind limit?
Sperry/Honeywell systems typically enter ALIGN mode at 150 ft RA and FLARE mode at 50 ft RA. If a pilot always handles a crosswind differently than autoland how do they build confidence that autoland will actually work at the crosswind limit?
Interesting, thanks. All the systems I worked on had automatic nose lowering and roll-out mode. I would think the transition from a full crab touchdown to manual alignment, nose lowering, and rollout wiould be quite "uncomfortable". What RVR and DH is that system approved for?
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Interesting, thanks. All the systems I worked on had automatic nose lowering and roll-out mode. I would think the transition from a full crab touchdown to manual alignment, nose lowering, and rollout wiould be quite "uncomfortable". What RVR and DH is that system approved for?
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I find this quote from the report interesting:
"CL-604 Operating Manual The manufacturer’s Operating Manual (OM) stated in ‘NORMAL PROCEDURES, Approach and Landing’ that VREF+X is calculated by adding a wind correction of ‘half steady state crosswind plus all gust (regardless of direction). Maximum correction is + 20 KIAS’ to the VREF. For the reported wind of from 300° at 13 kt gusting 25 kt, and a VREF of 123 kt, this equates to a VREF +X of 142 kt".
On most airliners, it has traditionally been half(or a third) the steady state headwind plus all of the gust.
Anybody seen this before on other aircraft?
"CL-604 Operating Manual The manufacturer’s Operating Manual (OM) stated in ‘NORMAL PROCEDURES, Approach and Landing’ that VREF+X is calculated by adding a wind correction of ‘half steady state crosswind plus all gust (regardless of direction). Maximum correction is + 20 KIAS’ to the VREF. For the reported wind of from 300° at 13 kt gusting 25 kt, and a VREF of 123 kt, this equates to a VREF +X of 142 kt".
On most airliners, it has traditionally been half(or a third) the steady state headwind plus all of the gust.
Anybody seen this before on other aircraft?
........if you look after an A/C it may help, look after you.
U/C, tyres specifically. Landing with crab must be putting a lot of stress on tyres, not to mention, the whole aircraft. A disintegrating tyre is capable of bringing down an aircraft.......
I always wince at any suggestion of touching down while crabbed - that is abuse of mechanicals !
Especially since it is easy enough to de-crab while flaring - before the mains touch.
