Unbelievable A380 landing
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Really? Is that an A380 procedure? A 737 is a real handful without yaw damper in conditions like those in the video.
I must be a bad pilot. I hardly use any rudder during approach, only just before touchdown. The guys in the video were properly shocked. Spoilers and flaps left extended when leaving the runway.
Probably two seats now available on the A380 in EK.
I must be a bad pilot. I hardly use any rudder during approach, only just before touchdown. The guys in the video were properly shocked. Spoilers and flaps left extended when leaving the runway.
Probably two seats now available on the A380 in EK.
Spoilers and flaps should have been just how they were. They had not “cleared” the runway, so no actions should have been taken by either pilot. PF disarming of the spoilers will trigger the PM to do that after landing flow.
One really old 707 I used to fly had to have the yaw damper turned off for all landings, not just crosswords. I forgot once and found out why. The rest of the fleet didn't need it turned off.
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Over controlling or aggressive use of the rudder is a big no no, and that's clearly a mighty big and effective rudder.
Remember the 2001 loss of American Airlines AA587 Airbus A300 due tail structure failure due to aggressive use of rudder?
Remember the 2001 loss of American Airlines AA587 Airbus A300 due tail structure failure due to aggressive use of rudder?
You reap what you saw ...
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Originally Posted by Poppajo
Usually 777 FO to A380.
Originally Posted by glofish
EK in their bi-annual refresher course provides a "technique" for low level wind shears by propagating eventual rudder inputs!!!!
As for the references to the YD? You're all having a laugh. Try reading up on the Big Buses and how the FBW system works, with what modes and how the control surfaces interact!
The 380, more so than the 340 models, is very easy to handle in a crosswind. The rudder is not needed until the flare starts and then only gently as it's an incredibly large control surface. Just point the nose down the runway, crack a little bit of aileron to keep the thing from drifting and you're down!
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Maybe on your fleet glo but I've not seen that bandied about on the 380 fleet!
As for the references to the YD? You're all having a laugh. Try reading up on the Big Buses and how the FBW system works, with what modes and how the control surfaces interact!
The 380, more so than the 340 models, is very easy to handle in a crosswind. The rudder is not needed until the flare starts and then only gently as it's an incredibly large control surface. Just point the nose down the runway, crack a little bit of aileron to keep the thing from drifting and you're down!
As for the references to the YD? You're all having a laugh. Try reading up on the Big Buses and how the FBW system works, with what modes and how the control surfaces interact!
The 380, more so than the 340 models, is very easy to handle in a crosswind. The rudder is not needed until the flare starts and then only gently as it's an incredibly large control surface. Just point the nose down the runway, crack a little bit of aileron to keep the thing from drifting and you're down!
So can we agree that this landing was botched to the point of verging on the dangerous?
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I don’t believe those rudder inputs on approach are pilot inputted? Can an A380 pilot confirm this? Isn’t it the Airbus attempting to remove the sideslip by correcting itself?
Mistrust in Management
wheels down
I don’t believe those rudder inputs on approach are pilot inputted? Can an A380 pilot confirm this? Isn’t it the Airbus attempting to remove the sideslip by correcting itself?
Almost certainly inappropriate pilot rudder inputs prior to landing.
Perhaps a bit more time in the sim required.
WK
Glad to hear that . My recollection of old 330/340 days was that sometimes things could definitely feel "odd" while stirring the sidestick in the flare during x-wind landings , as the system transitioned to the world famous "flare law" .
Having said that, a greaser could often result , so as the saying goes--" a good workman never blames his tools ".
The 380, more so than the 340 models, is very easy to handle in a crosswind.
Having said that, a greaser could often result , so as the saying goes--" a good workman never blames his tools ".
All Rudder movements here are the FBW system correcting the sideslip. Makes the approach far more bearable if your flying it.
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something Boeing emphasised when it too requested the airline to not train the use of the rudder in upset recovery, as it too would have failed under those circumstances.
This was a badly flown approach by someone who was treating the rudder pedals like he was on a bicycle.
"...A gust suppression function reduces the effects of lateral gusts and improves lateral ride quality through a combination of yaw and roll commands. Operation does not result in either rudder pedal or control wheel movement."
Of course that doesn't explain what did or didn't go on in the flare in this case.
Is de-crabbing in the flare a skill no longer taught to airline pilots? Touchdown with significant drift on is surely a terrible strain on the tyres and gear, not to mention the nerves of the aircraft's occupants. Are landing gears these days designed to tolerate such abuse?
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Maybe, maybe not. I'd second previous comments about FBW and gust suppression etc..and I'm not sure we should assume the multiple rudder movements visible well prior to the flare are pilot commanded..FWIW from the FCOM on another FBW type:
"...A gust suppression function reduces the effects of lateral gusts and improves lateral ride quality through a combination of yaw and roll commands. Operation does not result in either rudder pedal or control wheel movement."
Of course that doesn't explain what did or didn't go on in the flare in this case.
"...A gust suppression function reduces the effects of lateral gusts and improves lateral ride quality through a combination of yaw and roll commands. Operation does not result in either rudder pedal or control wheel movement."
Of course that doesn't explain what did or didn't go on in the flare in this case.
He made the situation worse.
But as I'm sure you know there's "windy", then there's "gusty" and there's " ****gusty" jolty stuff..I don't know about Dussledorf but you certainly get teeth rattling gusts at the likes of NRT on a bad day that no doubt have the moving up/down/ left/right bits doing all sort of things on a FBW type that we are blissfully aware of upfront .
As for video evidence without knowing how gusty it was for approach A vs. approach B it is a difficult comparison to make..
He/she may have made it worse but only the FDR will (may?) be able to say if the handling pilot was commanding those rudder movements seen prior to the flare.
As for video evidence without knowing how gusty it was for approach A vs. approach B it is a difficult comparison to make..
He/she may have made it worse but only the FDR will (may?) be able to say if the handling pilot was commanding those rudder movements seen prior to the flare.