Hairy cross-wind landing...
Join Date: May 2001
Location: Leeds, UK
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I've noticed that landings in such conditions are often quite long (presumably because of the extra speed added). Here is a good example of a plane landing some 3000ft+ past the threshold at EDI:
http://www.youtube.com/watch?v=7qIRG2HMgL8
How do you cope with short runways (e.g. Jersey) in these conditions?
http://www.youtube.com/watch?v=7qIRG2HMgL8
How do you cope with short runways (e.g. Jersey) in these conditions?
Join Date: May 2005
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Backup generator for radar tracking at airport failed
Looks like crosswinds weren't the only problem last week. In addition to the radar failure, power was lost in concourse A, forcing more than a handful of cancellations, and I'm sure, a few gate changes.
Things seem to be back to normal at the airport, even though there's about 200,000 homes and businesses still without power.
Looks like crosswinds weren't the only problem last week. In addition to the radar failure, power was lost in concourse A, forcing more than a handful of cancellations, and I'm sure, a few gate changes.
Things seem to be back to normal at the airport, even though there's about 200,000 homes and businesses still without power.
Join Date: Jun 2003
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757 PIO in Roll
Interesting bit of video of the SEATAC approach. A few years ago Boeing completed an (optional) mod for the 757 which introduces a damper into the roll channel flying controls. The damping effect increases as the speed/magnitude of the pilot input increases. Under normal circumstances the damper isn't felt by the pilot.
Boeing decided on this after a number of occurrences when the somewhat sluggish 757 response in roll - especially toward the end of the approach - could result in an over-enthusiatic application of roll command from the pilot, which in turn could lead to a quite high-amplitude PIO.
The video seems quite a nice example of this - and a fair indication that this aircraft operator didn't take up the mod!
Boeing decided on this after a number of occurrences when the somewhat sluggish 757 response in roll - especially toward the end of the approach - could result in an over-enthusiatic application of roll command from the pilot, which in turn could lead to a quite high-amplitude PIO.
The video seems quite a nice example of this - and a fair indication that this aircraft operator didn't take up the mod!
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Boeing decided on this after a number of occurrences when the somewhat sluggish 757 response in roll
The video seems quite a nice example of this - and a fair indication that this aircraft operator didn't take up the mod!
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Nope!
I wasn't intending a criticism at all, though. Just wondering whether the mod, if installed, might've reduced the effect we could see on this occasion. Don't suppose we could ask those guys to try it again, with and without! In the interests of data-gathering, you understand.
GI
I wasn't intending a criticism at all, though. Just wondering whether the mod, if installed, might've reduced the effect we could see on this occasion. Don't suppose we could ask those guys to try it again, with and without! In the interests of data-gathering, you understand.
GI
Join Date: Dec 2005
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I would like to know what the difference in landing a 757 in a cross wind is as compared to
DC9
737
767
piper cub
or any other plane
and if you happen to have the max crosswind published by boeing for this aircraft and for NWA?
DC9
737
767
piper cub
or any other plane
and if you happen to have the max crosswind published by boeing for this aircraft and for NWA?
Join Date: Aug 2005
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Whoever put that wind report in gusting to 60 knots last week at SEA confused a lot of people. That report was two days after this video at 1AM. The video was taken during the day time. No connection. Nobody has stated what the wind was when they landed but it looks like about 30 knots looking at the trees. We have all landed under those conditions many times. The 757 is a very stable aircraft, my favorite, and the rudder and spoiler inputs seemed excessive in the video.
Join Date: Jun 2004
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My apologies GrazingIncidence, I didn't mean to flame you.....its just that there are sooo many armchair experts/spotters on here that post uninformed drivel..it needs a bit of factual information thrown in now and then
I find bubbers44 comments absolutely spot on, where I work our 757 X-wind limitation is 40 knots..(my own as an F/O is 26 kts) and I can attest to it.
The 757 perfectly controllable in a 35 kt gusty X-wind...which I had to deal with on a recent line check
I find bubbers44 comments absolutely spot on, where I work our 757 X-wind limitation is 40 knots..(my own as an F/O is 26 kts) and I can attest to it.
The 757 perfectly controllable in a 35 kt gusty X-wind...which I had to deal with on a recent line check
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Spot on blubbers44 the 757 is like a rock and happens to my favorite as well. Yesterday at around 1600z BIKF tower reported wind 240/65-81. 20-30 min later 5 B-757´s landed on rwy 29 in rather moderate conditions at 250/ 50-65 
, without a hitch
though I gather short final must have been a bit bumpy.
Merry x-mas y´all.
Early
, without a hitch though I gather short final must have been a bit bumpy. Merry x-mas y´all.
Early
Join Date: Jan 2006
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http://www.youtube.com/watch?v=YkPgalYvGB8
Shamrock from dubai, landing into RWY 28, EIDW (Dublin).
57kts at 220. Gusting up to 60!
Shamrock from dubai, landing into RWY 28, EIDW (Dublin).
57kts at 220. Gusting up to 60!
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O.K.: for all you guy's: x-wind gusting 60 kts, FAS might be around 150 kts; kicking out the crabangle: calculate the relative airsteam over the leeward wing, what do you think: lower or higher than stallspeed?
And I do want to point out to youall the Transavia 757 Christmas night many years ago at SPL.
All those brave stories about those 50+kts x-wind landings.....
Years ago landed a 733 at HER 52 kts from the south: still not proud about it.
And I do want to point out to youall the Transavia 757 Christmas night many years ago at SPL.
All those brave stories about those 50+kts x-wind landings.....
Years ago landed a 733 at HER 52 kts from the south: still not proud about it.
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We quit at 50 knot gusts but each airline has it's own limits. I think the approach NWA made at SEA was within limits. Don't like to question the pilots flying that approach but something really unusual must have happened at 50 feet to cause all that rudder and spoiler/aileron input on both approaches.
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We have about the same limits. I'm not questioning the guy's at SEA, only the one's that seem to think that there is no other option and will not divert when they should have done so. Aviation is not for the fearless.rgrds CB
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capt cb
aviation not for the fearless?
I am sure you mean commercial aviation!
but I do agree with you, forgive my jest above.
its the guys who try the second and third approach that are asking for trouble...assuming they did everything right the first time (except land)
aviation not for the fearless?
I am sure you mean commercial aviation!
but I do agree with you, forgive my jest above.
its the guys who try the second and third approach that are asking for trouble...assuming they did everything right the first time (except land)
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jondc9
there was a case of a pilot landing at erie, pa. missed the approach and diverted. his dispatch asked him to go back and try just one more time.
he and the plane overran the runway.
one try, properly done and adios!
there was a case of a pilot landing at erie, pa. missed the approach and diverted. his dispatch asked him to go back and try just one more time.
he and the plane overran the runway.
one try, properly done and adios!
