Were there any issues with compressor stalls on the downwind wing/engines?

Apologies if I'm teaching you to suck eggs but to some degree (SWIDT) it's much the same, at least until the actual de-crab, when flying anything long bodied on an approach with the drift on. You fly down the approach with the flightdeck tracking offset to the upwind side of the centreline.

On those if you've got it right then as you flare and push the drift off the aircraft yaws and the flightdeck returns to the centreline..I'm guessing for the Buff guys they flare and accept the offset remains on touchdown

Crosswind take-off…..

No need to apologise and thanks for the clarification. I'm strictly a small airframe driver and I had forgotten about the similarity to a long-bodied airliner while crabbing. Makes sense now.

As for rotation on a BUFF, the arm between CG and rear wheel set is very much larger than on a regularly geared airliner/military type, requiring a significant downforce from the tail. One more reason for the built-in angle of incidence on the wing as you would never be able to achieve the same rotation with this size tail as on a civil airliner.

Nice video of how the a B-52 wing incidence works during landing.

This helps explains the B-52's remarkable range -- it flies downhill the entire way!

Is that gauge anything like the Fortunate Son switch?

BUFF takeoff and landing
 

The crab angle, even in a strong crosswind, isn’t enough to induce compressor stalls. The J-57/TF-33 (depending on aircraft model) engines were straight turbojet or low bypass turbofan. Very rugged.
With regard to takeoff and landing characteristics, because of the wing incidence angle, the airplane would try to fly off tail end first if you didn’t apply back pressure at VR.
As you approached the flare for landing, if you were trimmed for approach speed, you’d run out of up elevator authority trying to flare. Trimming in the flare is required to keep from hitting front trucks first. ‘Getting a nose gear’ results in a dramatic bounce. Trying to salvage it often produces a serious PIO. Go around definitely recommended.

I flew with a guy off C5 Galaxies. He said the early ones had a crabbing landing gear for cross winds, but after an event when one landed with the wrong way selected, the system was disabled, as the de-crab was no big issue.

I think the rearmost MLG leg is still able to castor.

At C-5 masses you don't need a cross wind gear, it just beats the runway into submission.

Ok, I’ll bite

You posted the picture, care to explain ?

Simply illustrating how vocabulary changes over time. :O

You are ducking the question, do you know what this instrument is for then ?!

Rad alt.

Have a look at 1:18 in the video on this page https://www.gettyimages.nl/detail/vi...tage/816064990
It shows an Autoland sequence on a HS Trident, including the Rad Alt indicator shown above.

I believe the picture was posted in response to Stillton in #10 and in particular the use of the term “kick-off Drift”, rather than reference to the function of the instrument itself in the Trident blind landing system.

Terminology and the use of words changes over the years.

Yes, sorry I couldn't resist. :O

Lovely old film


Terminology has changed, a pilot shouldn’t be told to ‘kick off drift’ any more than he or she should be told to flare by yanking on the yoke

Surely on a B-52 there is always a yank on the yoke….