I prefer to teach the slip method all the way from final, basically teaching students to utilize crosswind techniques on every landing. Rudder is used to line up the nose, ailerons correct for drift.
If you teach students that way from day one, crosswinds (once they are really exposed to them) will feel natural. I'm just saying that because its rare to have a true zero-crosswind approach, and using the crab technique for every single landing really gets them ready for the real deal.
If the winds are strong, using the slip method lets you know really quickly if you've got enough rudder to tackle the crosswind component before its too late.
Personally speaking, crabbing all the way through to the flare is more fun, but....
I prefer to teach the slip method all the way from final, basically teaching students to utilize crosswind techniques on every landing. Rudder is used to line up the nose, ailerons correct for drift.
If you teach students that way from day one, crosswinds (once they are really exposed to them) will feel natural. I'm just saying that because its rare to have a true zero-crosswind approach, and using the crab technique for every single landing really gets them ready for the real deal.
If the winds are strong, using the slip method lets you know really quickly if you've got enough rudder to tackle the crosswind component before its too late.
Personally speaking, crabbing all the way through to the flare is more fun, but....
Just for grins, what bank angle will drag the wing?
I prefer to teach the slip method all the way from final, basically teaching students to utilize crosswind techniques on every landing. Rudder is used to line up the nose, ailerons correct for drift.
If you teach students that way from day one, crosswinds (once they are really exposed to them) will feel natural. I'm just saying that because its rare to have a true zero-crosswind approach, and using the crab technique for every single landing really gets them ready for the real deal.
If the winds are strong, using the slip method lets you know really quickly if you've got enough rudder to tackle the crosswind component before its too late.
Personally speaking, crabbing all the way through to the flare is more fun, but....
.....If you crab then kick, you can time your drift in get that upwind tire on the ground then the rest is easy enough before you get blown away. If it doesn't work, you've almost got flying speed winds, and a go around is easy. I wouldn't recommend flying when the wx is that blowy, but that being said, it works.
If you try that with the small version of the Arctic RJ you WILL drag a wingtip. When we went through a hiring boom earlier this year we had three of four wing strikes because of new guys trying to land it like they were still in a 172.
That's true. But students tend to adopt their instructor's preferred techniques without too much question. The idea is for the CFI to explain the continuum and allow the student to find her own path (sounds like a cross between Star Trek and Kung Fu).The more advanced they get they will figure out what works best for them.
Heard about those from a PSA 700 FO that was JSing on one of my ATR flights. One was on IOE.
Personally, I crab until the flare then kick the rudder at the last second with slight upwind wing down.
Actually, I think two were on IOE. One was on the first leg of IOE though.
I use the same technique. In the 200 it's really easy as the plane is so responsive. I think the 700 is a bit clunky at slow airspeeds, but that could just be because I don't fly it as much.
So just out of curiosity, do the instructors in part 121 training teach or tell you the "preferred" method they want you to land company aircraft in? Obviously these guys at PSA had struck the wing tip on landing, and I'm just curious if they were told during training not to do it that way.
I know in my flight training, I learned both ways of flying the crosswind approach. The instructor I did a majority of my training with taught me to fly aileron into the wind, and keep the nose straight with the rudder. And if you are flying it right, you land initially on one wheel. He even had me flying this way in the twin Comanche.
The reason I ask is because it seems as though some posters who fly RJs and such act as if the "slip" and "crab and kick" methods are distinctly different. From everything I can tell, they're identical at the moment of touchdown...or at least they should be.
The 747-200 flight manual states the pilot can use either method during the approach to land. Pilots choice.
So just out of curiosity, do the instructors in part 121 training teach or tell you the "preferred" method they want you to land company aircraft in? Obviously these guys at PSA had struck the wing tip on landing, and I'm just curious if they were told during training not to do it that way.
I know in my flight training, I learned both ways of flying the crosswind approach. The instructor I did a majority of my training with taught me to fly aileron into the wind, and keep the nose straight with the rudder. And if you are flying it right, you land initially on one wheel. He even had me flying this way in the twin Comanche.
Just curious, is there something about flying transport category aircraft that make the aerodynamics of crosswind landings different than general aviation aircraft?
The reason I ask is because it seems as though some posters who fly RJs and such act as if the "slip" and "crab and kick" methods are distinctly different. From everything I can tell, they're identical at the moment of touchdown...or at least they should be.
The wings will be in the same attitude, the upwind wheel will touch down first, the controls will be equally effective, speeds will be identical, etc. regardless of the method used. At least this is how it is for general aviation birds. In small planes, really the only distinction between the two methods is when the side slip is initiated, sooner or later...yet in both cases, the aircraft will be in an identical side slip at the moment of touchdown. I don't understand how things like scraping a wingtip or engine pod have anything to do with the crosswind technique used.
Does the larger mass or swept wings of airliners somehow change their crosswind handling characteristics?