A380 X-wind
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A380 X-wind
Whether you like the thing or not, there is always something about crosswind landings....... particularly those who do them better than me
http://www.youtube.com/watch?v=J9BgwLbPIwI
J
http://www.youtube.com/watch?v=J9BgwLbPIwI
J
In an effort to minimise the number of diversions that the A380 will do in commercial service, Airbus want to have the A380 certified for 45 knot crosswind on a 45m (150ft) wide runway. The drift angle and pilot eye position that would result would be amazing. 
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X-Wind Limit
What is the x-wind limit for the B744 and 743?
I have heard of approaches being done successfully, flown by hand of course, in 45knots..........
J
I have heard of approaches being done successfully, flown by hand of course, in 45knots..........
J
Here we go
The B777 demonstrated x/w component for take-off and landing in my airline is 38 kts. Guidelines given by Boeing are 45 kts for a dry runway and 40 kts for a wet runway.
That is some feat amd I consider outside my comfort zone.
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J430 Whether you like the thing or not, there is always something about crosswind landings....... particularly those who do them better than me
OPSH24
The Airbus’s I fly (A330-300, A340-300 & A340-600) have an Auto Land crosswind limit of 20 kts, well below the maximum crosswind limit which must be flown manually. Boeings all have a similar limitation. Oh and please don’t tell me the computers are still flying the aircraft when I flare the aircraft and put a boot full of rudder in to straighten up. If you do, you obviously don’t understand the flight control laws of the airbus FBW aircraft.
The Airbus’s I fly (A330-300, A340-300 & A340-600) have an Auto Land crosswind limit of 20 kts, well below the maximum crosswind limit which must be flown manually. Boeings all have a similar limitation. Oh and please don’t tell me the computers are still flying the aircraft when I flare the aircraft and put a boot full of rudder in to straighten up. If you do, you obviously don’t understand the flight control laws of the airbus FBW aircraft.
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OPSH24
The Airbus’s I fly (A330-300, A340-300 & A340-600) have an Auto Land crosswind limit of 20 kts, well below the maximum crosswind limit which must be flown manually. Boeings all have a similar limitation. Oh and please don’t tell me the computers are still flying the aircraft when I flare the aircraft and put a boot full of rudder in to straighten up. If you do, you obviously don’t understand the flight control laws of the airbus FBW aircraft.
The Airbus’s I fly (A330-300, A340-300 & A340-600) have an Auto Land crosswind limit of 20 kts, well below the maximum crosswind limit which must be flown manually. Boeings all have a similar limitation. Oh and please don’t tell me the computers are still flying the aircraft when I flare the aircraft and put a boot full of rudder in to straighten up. If you do, you obviously don’t understand the flight control laws of the airbus FBW aircraft.
I thought they pretty much did whatever they felt like on the day
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404,
When you do get on the rudder to kick it straight, does the FBW maintain the last sidestick commanded Roll attitude i.e wings level, or do you still cross control it with the sidestick to counter the yaw induced roll?
Cheers,
Con
When you do get on the rudder to kick it straight, does the FBW maintain the last sidestick commanded Roll attitude i.e wings level, or do you still cross control it with the sidestick to counter the yaw induced roll?
Cheers,
Con
Contract Con
In “Flare Mode” lateral control is supposed to be the same as in “Flight Mode” i.e. “Normal Law” therefore maintains wings level. It rarely can achieve this though particularly in strong crosswind conditions. In these conditions it is best to be flown like any conventional aircraft, cross control in the flare but keep the wings level.
The rudder on the A330-300 (except the enhanced version), and the A340-300 isn’t FBW. It is as convention as the rudder on your B737.
Elevator in “Flare Mode” is in “Direct Law” which simply means that what you input into the side stick is directly reproduced in elevator deflection, just as it is in a conventional aircraft like your B737 except you use a yoke.
In “Flare Mode” lateral control is supposed to be the same as in “Flight Mode” i.e. “Normal Law” therefore maintains wings level. It rarely can achieve this though particularly in strong crosswind conditions. In these conditions it is best to be flown like any conventional aircraft, cross control in the flare but keep the wings level.
The rudder on the A330-300 (except the enhanced version), and the A340-300 isn’t FBW. It is as convention as the rudder on your B737.
Elevator in “Flare Mode” is in “Direct Law” which simply means that what you input into the side stick is directly reproduced in elevator deflection, just as it is in a conventional aircraft like your B737 except you use a yoke.
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404,
Thanks for the info. I knew it did some funny things regarding control law close to the ground.
I'm suprised that the rudder is not FBW on the Big Buses.
Can they contol the rudder following an engine failure with the Auto Flight system engaged? Or is it old school like the Boeing, size 12 until you have it in trim?
Cheers,
Con
Thanks for the info. I knew it did some funny things regarding control law close to the ground.
I'm suprised that the rudder is not FBW on the Big Buses.
Can they contol the rudder following an engine failure with the Auto Flight system engaged? Or is it old school like the Boeing, size 12 until you have it in trim?
Cheers,
Con
Contract Con
I assume you are referring to an engine failure after V1 but before the auto pilot is engaged after take-off. Again the big bus is just like your B737. It requires a good boot full of rudder to maintain directional control and a positive rotation at Vr to about 12 ˝ degrees. Once established in the climb at V2 or what ever speed is attained if the engine failure occurs airborne, trim the rudder out and engage the auto pilot. Once engaged the auto pilot can fly the aircraft in is asymmetric state, i.e. maintain directional control and auto trim the rudder. If the engine failure should occur in the cruise the auto pilot can handle the failure. No rudder input is required from the pilot.
The rudder is FBW on the A330-300 (Enhanced) and the A340-600. I would assume it is FBW on the A380 as well. Even with these aircraft having a FBW rudder, they still work in exactly the same fashion as an aircraft with a conventional rudder. I believe though that the A380 like the B777 will have a few tricks up its sleave reference the rudder if an engine should fail during the take-off run.
I assume you are referring to an engine failure after V1 but before the auto pilot is engaged after take-off. Again the big bus is just like your B737. It requires a good boot full of rudder to maintain directional control and a positive rotation at Vr to about 12 ˝ degrees. Once established in the climb at V2 or what ever speed is attained if the engine failure occurs airborne, trim the rudder out and engage the auto pilot. Once engaged the auto pilot can fly the aircraft in is asymmetric state, i.e. maintain directional control and auto trim the rudder. If the engine failure should occur in the cruise the auto pilot can handle the failure. No rudder input is required from the pilot.
The rudder is FBW on the A330-300 (Enhanced) and the A340-600. I would assume it is FBW on the A380 as well. Even with these aircraft having a FBW rudder, they still work in exactly the same fashion as an aircraft with a conventional rudder. I believe though that the A380 like the B777 will have a few tricks up its sleave reference the rudder if an engine should fail during the take-off run.
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Thanks 404,
I was referring to a failure whilst the auto pilot is engaged. You answered my question.
The 73 can't control the rudder at anytime. (aside from a little yam damping now and again)
Cheers,
Con
I was referring to a failure whilst the auto pilot is engaged. You answered my question.
The 73 can't control the rudder at anytime. (aside from a little yam damping now and again)
Cheers,
Con