Ryanair X-Wind landing
excellent landing!
I call you back
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Standard wing down cross-wind landing technique. Nice photo as well.
BTW the wind in the photo is given as '32knots @ 33' which I would take as 330/32kts. O33/32kts would have been on runway 10.
BTW the wind in the photo is given as '32knots @ 33' which I would take as 330/32kts. O33/32kts would have been on runway 10.
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You won't find a better bunch of handlers than the Dublin boys & girls, six sector days 900 hours a year with no one watching your back, they do it with their eyes closed and perhaps a little grin now and then when it gets a little sporty, legends.
Last edited by jorel; 5th Dec 2005 at 21:16.
sarah737:
TI-Easy: no problem at all to do this with an NG or Efis (...)
TI-Easy: no problem at all to do this with an NG or Efis (...)
http://www.airliners.net/open.file/704206/M/
http://www.airliners.net/open.file/963204/M/
http://www.airliners.net/open.file/548704/M/
http://www.airliners.net/open.file/806740/M/
(...) but dont try it with a Bus.
http://www.airliners.net/open.file/611022/M/
http://www.airliners.net/open.file/844919/M/
http://www.airliners.net/open.file/339090/M/
http://www.airliners.net/open.file/550784/M/
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Woh!
ok, I think, we are really a bit to much conservative.
I haven´t ever seen pictures like these before. I guees, I have to show them my Flight Manager.
The background: We´ve had an incedent round one year ago. Landing also with x-wind of about 35kts, Touch down:
1st : Left main, 2nd: nose gear (that was the problem), 3rd: the right main gear.
A left engine had to be replaced, due to ground contact caused by wrong landing techniq. The left engine had ground contact, because after the left main gear , immediately the nose gear had touched down. (The story so far).
ok, I think, we are really a bit to much conservative.
I haven´t ever seen pictures like these before. I guees, I have to show them my Flight Manager.
The background: We´ve had an incedent round one year ago. Landing also with x-wind of about 35kts, Touch down:
1st : Left main, 2nd: nose gear (that was the problem), 3rd: the right main gear.
A left engine had to be replaced, due to ground contact caused by wrong landing techniq. The left engine had ground contact, because after the left main gear , immediately the nose gear had touched down. (The story so far).
Per Ardua ad Astraeus
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Turtle - the aircraft manufacturer (Boeing 737) does not have the same opinion as you! 
No 'recommendations' or 'don't do's' are made. Merely advice on body contact angles.
No 'recommendations' or 'don't do's' are made. Merely advice on body contact angles.
Only half a speed-brake
Also the first part to scrape the ground is the outer flap fairing. Just look at the picture and imagine the aircraft banked enough to strike the ground. That (!) is scary. I would say on the piccie, it is only about half way there.
FD
(the un-real)
FD
(the un-real)
Per Ardua ad Astraeus
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Mostly correct, FD, but it can be the LEDS or the engine nacelle depending on pitch attitude (737) as Take-it-easy describes. Boeing produce a carpet graph to explain.
BOAC, from the current Boeing 737 Flight Crew Training Manual:
Sideslip only (zero crab) landings are not recommended with crosswinds in excess of 17 knots at flaps 15, 20 knots at flaps 30, or 23 knots at flaps 40. This recommendation ensures adequate ground clearance and is based on maintining adequate control margin.
Note ; Reduce sideslip only (zero crab) landing crosswinds by 2 knots for airplanes with winglets.
Note ; Reduce sideslip only (zero crab) landing crosswinds by 2 knots for airplanes with winglets.
Per Ardua ad Astraeus
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I sit corrected! Was looking under 'techniques' but have now found it under 'guidelines' so apologies to Turtle. You obviously have a later edition - mine is Oct 31 2002 - and OOI says 13/16/18kts.
Being an ex crab, anyway, ..........
Being an ex crab, anyway, ..........
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Sideslip only (zero crab) landings are not recommended with crosswinds in excess of 17 knots at flaps 15, 20 knots at flaps 30, or 23 knots at flaps 40. This recommendation ensures adequate ground clearance and is based on maintining adequate control margin.
More flaps means less Vref thus slightly higher bank angle needed to keep no crab. Furthermore, the flap fairings are closer to the ground. It doesn't make sense to me
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"would assume that it was a superb landing in a crosswind using wing down technique."
what a load of sheer horse manure IMO.....look at the body angle.....look at the angle of bank.... any other machine and you'd be writing still explaining why you scrapped a pod....the 200 is a very forgiving machine.
I think way too much wing down and flared too early...having said that there but we all go but for the grace of god. We are all only as good as our last landing....
what a load of sheer horse manure IMO.....look at the body angle.....look at the angle of bank.... any other machine and you'd be writing still explaining why you scrapped a pod....the 200 is a very forgiving machine.
I think way too much wing down and flared too early...having said that there but we all go but for the grace of god. We are all only as good as our last landing....
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Then what is going on here
http://www.airliners.net/open.file/954854/M/
Nose wheel contact - down elevator - I know how my Cessna whould respond to this - but then again - this is not a Cessna.
Does anyone know the story behind this ?
Nose wheel contact - down elevator - I know how my Cessna whould respond to this - but then again - this is not a Cessna.
Does anyone know the story behind this ?
JEP, simple explanation, this beast must have some very powerful nose wheel brakes !
Re the Dutch: They were probably raised in a Fokker F27, which I guess can be landed with a 45 degree bank.
Re the Dutch: They were probably raised in a Fokker F27, which I guess can be landed with a 45 degree bank.