Dxb-Dme info
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That should be EK55 to Düsseldorf, arriving 11:31z on runway 23L, with a variable 20G32kt crosswind (max. certified crosswind is 40kt for the A380-800).
Metar:
EDDL 051150Z 30020G32KT 270V330 9999 VCSH SCT030TCU SCT270 16/09 Q1009 NOSIG
EDDL 051120Z 29020G33KT 270V330 9999 FEW016 SCT026 BKN260 15/09 Q1009 NOSIG
I'm not sure how that is ontopic here.
Metar:
EDDL 051150Z 30020G32KT 270V330 9999 VCSH SCT030TCU SCT270 16/09 Q1009 NOSIG
EDDL 051120Z 29020G33KT 270V330 9999 FEW016 SCT026 BKN260 15/09 Q1009 NOSIG
I'm not sure how that is ontopic here.
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What's all the yawing in aid of? Is this an Airbus technique - "in crosswinds, make repeated and random jabs at the controls in various axes to give the illusion that you as the pilot are directing the aircraft"
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Originally Posted by Dropp the Pilot
What's all the yawing in aid of? Is this an Airbus technique - "in crosswinds, make repeated and random jabs at the controls in various axes to give the illusion that you as the pilot are directing the aircraft"
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Before pulling conclusions guys wait for investigations to be completed! Why not a sudden unexpected violent gust? Give them a chance come on this is a pilot forum not a Court!
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There's a dedicated PPRuNe thread for this A380 crosswind landing in Spotter's Corner.
Its fairly obvious that whilst there was a significant crosswind component and it was gusty, there was a large rudder input to reduce the crab angle that exceeded what was actually required, its an elementary handling mistake, which if im guessing comes back to basic skills and capacity issues. Unless of course someone can explain to me why a transport aircraft is rudder limited below its xwind limitation, in which instance they would have been blown to the downwind side of the runway and not over corrected to the upwind side.
It happens when the PF stomps on the rudder.
It happens when the PF stomps on the rudder.
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I have a question for those who know the A380 flight control system well enough.
There seems to be a lot of rudder movement well before the flare and touchdown. Is this just normal turn coordination from the EFCS, or do you think it's someone stomping on the pedals?
There seems to be a lot of rudder movement well before the flare and touchdown. Is this just normal turn coordination from the EFCS, or do you think it's someone stomping on the pedals?
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V good glowie, an over-controlled crosswind landing for a guy with very little experience in that seat.
Lucky nobody captured the tractor heading bug uber-faff on film isn't it?
Lucky nobody captured the tractor heading bug uber-faff on film isn't it?
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Originally Posted by J.L.Seagull
Is this just normal turn coordination from the EFCS, or do you think it's someone stomping on the pedals?
In fact the Mel is set by the manufacturer not the airline . That isn't the point you are making I think .
The automation argument has been raging for a very long time & will continue to do so , as for Mel items you are not obliged to accept the a/c even if dispatch is allowed , of course questions will be asked but it's finally the commanders choice but the reasoning should be sound . Did you mean 1 Rad altimeter ? Surely not ?
The automation argument has been raging for a very long time & will continue to do so , as for Mel items you are not obliged to accept the a/c even if dispatch is allowed , of course questions will be asked but it's finally the commanders choice but the reasoning should be sound . Did you mean 1 Rad altimeter ? Surely not ?
Not quite, OEM has MMEL or a master MEL but individual MELs are decided upon by the operator and basically becomes the equivalent of an STC
Last edited by Pugilistic Animus; 17th Apr 2020 at 21:38.
Interesting decision by ATSB in Aus to abandon the MDA investigation in MEL from 2016 given the other incidents at DME and JFK - all A380
https://www.avherald.com/h?article=49b54d9c&opt=0
On May 6th 2020 the ATSB reported they have aborted the investigation reasoning "Based on a review of the available evidence, the ATSB considered it was unlikely that further investigation would identify any systemic safety issues. Additionally, the ATSB strives to use its limited resources for maximum safety benefit, and considers that in this case, due to proactive safety action by the operator and air services provider, the ongoing risk is minimal. Consequently, the ATSB has discontinued this investigation."
Different events to DME and JFK. The LIDO chart (EK uses Lido) allows you to go to 2000 ft. So, I don't really see it as an error from a pilot perspective. Plus EK stopped all 380 RNP AR approaches. Case closed.
