B737 NG Crosswind Landings
Join Date: Sep 2000
Location: up a wadi without a paddle
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Flare armd
Thanks for the numbers. A bank angle range of 8.5 to 13 degrees sounds pretty workable to me (a non 73 driver) I mean, 13 degrees, at normal landing pitch attitude, is a lot of bank during the flare.
I know I am not qual'd to say, so opinion only, but it would seem perfectly reasonable, normal and safe to be using the decrab/upwind wheel on first technique keeping in mind the above quoted numbers.
Things would have to be going horribly wrong to be even approaching 13 degrees bank during the flare whilst squeezing off drift. Maybe one should have another go, or shouldn't be there in the first place.
Feel free to shoot me down.....
Thanks for the numbers. A bank angle range of 8.5 to 13 degrees sounds pretty workable to me (a non 73 driver) I mean, 13 degrees, at normal landing pitch attitude, is a lot of bank during the flare.
I know I am not qual'd to say, so opinion only, but it would seem perfectly reasonable, normal and safe to be using the decrab/upwind wheel on first technique keeping in mind the above quoted numbers.
Things would have to be going horribly wrong to be even approaching 13 degrees bank during the flare whilst squeezing off drift. Maybe one should have another go, or shouldn't be there in the first place.
Feel free to shoot me down.....
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Join Date: Jun 2003
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wandrinabout,
I don't have the FCTM with me (I'm away from home) but the method of having some crab and some slip in the flare and then straightening up when the first wheel touches was suggested for strong crosswinds.
I would imagine that the bank required would be very small if some crab was maintained.
The method of maintaining full crab angle into the flare and then straightening up with the wings level, as per the post by 777AV8R, is recommended for moderate crosswinds (20 or 25 kts depending on the variant).
The wing down method is discussed by Boeing for lighter crosswinds although I have spoken to many pilots that use this exclusively with no problem.
It seems to me that the touchdown geometry does allow a fairly wide margin for error using the wing down method. I will be interested to see how the 3 channel autoland handles crosswinds if we ever get the rudder channel installed.
I don't have the FCTM with me (I'm away from home) but the method of having some crab and some slip in the flare and then straightening up when the first wheel touches was suggested for strong crosswinds.
I would imagine that the bank required would be very small if some crab was maintained.
The method of maintaining full crab angle into the flare and then straightening up with the wings level, as per the post by 777AV8R, is recommended for moderate crosswinds (20 or 25 kts depending on the variant).
The wing down method is discussed by Boeing for lighter crosswinds although I have spoken to many pilots that use this exclusively with no problem.
It seems to me that the touchdown geometry does allow a fairly wide margin for error using the wing down method. I will be interested to see how the 3 channel autoland handles crosswinds if we ever get the rudder channel installed.
Join Date: Aug 2000
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The FCTM (well, the one I've got), mentions 4 different techniques. I don't remember them all. Stepping on the rudder and putting ailerons into the wind when flaring works ok up to max X-wind limit (36) and above.
Auto land (crab) in x-wind of 20 knots (certified) works ok if you don't mind a whiplash when touching down.
Some guys fly wing down from 100-150 ft. That’s ok too, but not if you haven't emptied your coffee cup beforehand.
The -700 is a ball to handle, the -800 is a bitch. That’s all I have to say on this matter.
Auto land (crab) in x-wind of 20 knots (certified) works ok if you don't mind a whiplash when touching down.
Some guys fly wing down from 100-150 ft. That’s ok too, but not if you haven't emptied your coffee cup beforehand.
The -700 is a ball to handle, the -800 is a bitch. That’s all I have to say on this matter.
