121 crosswind landing technique

[ClarkGriswold]

You two make a cute couple.

Fact

 

[deadstick]

I know that that's a tongue in cheek comment. Most shops, if you break it in the sim, things won't work out well in the end.

“Training” not “checking”

CRJ high altitude stall demo — channeling Bob Hoover and flying it until it quit crashing — when we “impacted” the “ground,” the sim came Crashing down off motion. That’s with a capital “C.” IIRC we were off for a week and had to go to another training center to finish.

 

[CoffeeIcePapers]

Don't know about 121 but 135 crosswind landing technique is take an extra shot in cruise and try to hold ref + 50 over the fence.

With 4 red on the PAPI, because you're "going to beat the book numbers".

 

[etflies]

Exactly. The airbus flight control Law will not allow a “wing down” technique.

Are you sure?

 

[Cherokee_Cruiser]

Probably well over 90% of my landings are in a slight bank on one main gear (ala Bob Hoover). Been doing it since my private pilot days, through light twins, turboprops and an assortment of large/heavy jets.

It does take a little bit of finesse but tends to result in much smoother landings (for me at least). X-wind landings find me crabbing down final and then smoothly kicking it out in the flare and a little wing down on the upwind side. Just don’t chop the power until arresting the sink....

30 yrs of big jet flying and never a problem....

But dude you fly cargo planes, don't you want to be a commercial pilot one day?

 

[Deleted member 27505]

Just got out of a sim training event. We were discussing hard landings and such, which brought up the crosswind landing subject.

Prior to today, any time I heard crosswind landings discussed, putting the upwind main down first was acceptable if it was a strong enough crosswind. No side load, rolling straight down the runway.

Instructor was of the opinion that in the 121 world, you should "be good enough" that you never make a landing on only one main gear at any time. Both mains should touch at the same time, every time. But to me that might mean a crabbed touchdown on the centerline or a straight touchdown but with sideways drift.

Thoughts?

In a Lear, if it's really heavy (pushing max demonstrated XW or above), leave flaps in approach, crab to ~200AGL, then lower upwind wing with countering rudder and see if you can straighten it out. If you can, land and get the boards out most ricki tick. If you can't without lowering the wing into the pavement, go around and find another runway. Leaving flaps 20 eliminates spoilerons to assist roll at slow speeds. Spoilerons could mess up your day with a low wing situation, so you don't want them.
BTW, I know for a fact the Lear lands at above max demonstrated cross wind.

 

[Deleted member 27505]

Don't know about 121 but 135 crosswind landing technique is take an extra shot in cruise and try to hold ref + 50 over the fence.

Withhold no sacrifice, grudge no toil, seek no sordid gain, fear no foe. All will be well.
- Winston Churchill

To combine and conclude: "I have taken more out of alcohol than alcohol has taken out of me." -WC

 

[Soul Brotha']

Exactly. The airbus flight control Law will not allow a “wing down” technique.

As Rosa Parks would say, “Nah.”

 

[Cory Trevor]

In a CRJ 7 and 9 I’ll always try to dip a wing. Even if there isn’t a crosswind. The landings always come out smoother.

 

[Cherokee_Cruiser]

 

[AAPalmTree]

Whatever gets the job done

(I’m not a 121 pilot)

Whatever it takes

 

[Soul Brotha']

Whatever it takesView attachment 41916

“Honey if you call and I’m not home I’ll be at the gym or the gun club.”

 

[PeanuckleCRJ]

Exactly. The airbus flight control Law will not allow a “wing down” technique.

Just to pile on, this is absolutely incorrect. You kick out the crab when you're entering the flare and apply aileron input as needed to stop drift... wing low, just like every other transport jet I've flown.

 

[AAPalmTree]

Just to pile on, this is absolutely incorrect. You kick out the crab when you're entering the flare and apply aileron input as needed to stop drift... wing low, just like every other transport jet I've flown.

I’ve heard those airbus’ go into a hold and you can’t get them out of it.

 

[Nick]

I’ve heard those airbus’ go into a hold and you can’t get them out of it.

And if you're doing it wrong, it'll go into a forest and never come out.


.

 

[PeanuckleCRJ]

I’ve heard those airbus’ go into a hold and you can’t get them out of it.

They also won't let you go around! (Nick beat me to it)

 

[Beefy McGee]

So, pretty much what I thought. That instructor is pretty unique in his opinion of what 121 landings should be like.

I will continue to do pilot sh*t and land the plane as it needs to land.

 

[Cptnchia]

Whatever it takesView attachment 41916

Ya can’t just leave out half the quote! It loses the punch.

 

[Awacs963]

Just to pile on, this is absolutely incorrect. You kick out the crab when you're entering the flare and apply aileron input as needed to stop drift... wing low, just like every other transport jet I've flown.

Ok. Let’s go to the FCOM, Vol. 1, 1.27.20, P6 “ the Roll requested by the pilot during flight is proportional to the side stick to deflection with a maximum rate of 15° per second on the side stick is at the stop. “. Rate of roll. Not like the Boeing where you can place the ailerons in a static position. This is why the method in the Airbus is to use the rudder in a decrab. Can you put the aileron down wing? Sure . YMMV

Awacs

 

[mikecweb]

So, pretty much what I thought. That instructor is pretty unique in his opinion of what 121 landings should be like.

I will continue to do pilot sh*t and land the plane as it needs to land.

Cooperate and graduate.