56

Neither technique is "preferable" - the assumption that one is superior to the other is one of the most common false dichotomies (and over-simplifications) in aviation. With some notable exceptions (like the Ercoupe which is incapable of a slip and lands crabbed) a proper crosswind landing should involve elements of both techniques. Crabbing ...


37

It is absolutely normal, in fact it's rare for a pilot to have more than one hand on the yoke at any one time as it isn't required. Movies will often show pilots manhandling yokes with two hands, but that's just Hollywood. The only time two hands is required is when extra strength is needed on the controls, for instance a hydraulic failure. When landing a ...


30

The relevant TAF that the pilot would have seen before going there is below (only showing the bits for the time of landing): TAF AMD EDDL 180929Z 1809/1912 22025G40KT 9999 SCT035 TEMPO 1809/1813 26035G50KT PROB30 TEMPO 1809/1813 26045G65KT SHRAGS BKN015CB So the pilot was aware of a strong cross wind possiblity, but even 26065KT is 27 kt crosswind (...


24

When dealing with crosswinds and drift, I find the easiest way to understand the concept is to imagine a fast flowing river of water. If you tried to swim straight across a fast river you will end up downstream. You don't "feel" the current. You just keep swimming and the current carries you. Any time you have wind it is like a river of air flowing over ...


21

I might close this one as it’s going to be opinion based. The ‘danger’ of the approach is based upon a number of factors and not just pure numbers collected from an AWOS station on the field and a DEMONSTRATED crosswind component in a Q400 AFM. It also requires factoring in ambient weather conditions in the area, worst case conditions which might be ...


19

The landing gear is indeed designed to cope with crabbed crosswind landings. The recommendation is to avoid crab on landing however in severe crosswind conditions it is sometimes impossible to decrab completely without introducing excessive bank. Therefore some residual crab has to be allowed. Airbus recommends less then 5 degrees of residual crab on ...


18

Based on the provide date, I looked up weather history and the METAR (weather report for pilots) was: CYUL 110700Z 24033G49KT 15SM -SHSN OVC033 M02/M08 A2937 RMK SC8 SLP948 Which translates, in English, to: CYUL weather report at 11th day of the month, 0700 UTC time: Winds at 240 degrees at 33 knots gusting to 49 knots, visibility 15 statue miles, little ...


18

According to https://www.flightradar24.com/data/flights/ew9203 it landed at 12:13 local time on 18.01.2018, runway 23L or 23R. the METARs for that timeframe say (emphasis mine) 201801181050 METAR EDDL 181050Z 27045KT 9999 SCT037 BKN043 08/00 Q0993 TEMPO 27045G55KT= 201801181120 METAR EDDL 181120Z 27034G48KT 9999 -RA SCT028 BKN038 07/01 Q0995 TEMPO ...


16

Of course yes. Crosswind landings, like the one in the video you linked, are very common. In fact, landings with no wind or only headwind are rare. There are several techniques pilots are taught during their extensive training to land aircraft when there is crosswind. The Wikipedia article I referenced above lists them. Since your question isn't about them,...


15

The 15kt crosswind for the 182 is not a design limit at all. If it were a design limit, it would be specifically stated in the POH. To be honest, I think there's no such thing as a design limit for crosswind. It all comes down to how much rudder authority there's left at a specific crosswind strength. And even that depends on many factors like approach speed,...


15

Generally yes, since a 20kt crosswind requires considerably less crab angle on final at 135kt compared to 70kt. The CRJ900 has a demonstrated max crosswind component of 32 kt (If I had those conditions in a 172 and had to put it down, I think I'd just land across the runway). There is also a significant technique difference once you get above, say, 100,000 ...


15

In many many aircraft, from gliders and recreational planes to fighter jets and the whole Airbus fleet beyond the A300/A310 (meaning a very sizable chunk of the airline industry), control surfaces are moved using a stick and not a yoke; in such cases, using two hands is often not even an option. Also, you often need your other hand for something else (...


14

The main reason is that you are, in fact, flying straight through the air, and the air is moving sideways. So the plane isn't really being pushed sideways or anything, it's just flying straight through something that is moving... As a simple example, if you are flying north at 150knots (the red line below) and the wind is blowing east at 20 knots (the blue ...


13

Bugs simply make instruments easier to read with a very quick glance. If I need to steer exactly 162 degrees, which is easier? To read where the needle is pointing or just see if the needle is pointing to the bug which I manually set to 162 degrees? The bugs are set by rotating knobs on the gauges. Here, the heading bug knob is in the lower right corner. ...


12

In the US it is required by law to be trained in cross wind landings. For large aircraft that require a type rating... §61.31 Type rating requirements, additional training, and authorization requirements... ...(2) Received a logbook endorsement from an authorized instructor who has found the person proficient in the operation of the aircraft and its ...


12

Section 4 of the C152 POH lists the demonstrated crosswind component as 12KIAS. The 150 had a few variants so finding a published number is a bit more tricky. The Aerobat's are sometimes listed as 13KIAS, sometimes 15KIAS - but in general its the same sort of range as the 152(ish!). You will only ever see "demonstrated" next to these numbers, it is not the ...


12

My favoured technique in strong crosswinds, perfected in many hours of glider towing in Super Cubs, Citabrias and Pawnees, is to wheel it on tail high, wing down, and balance it like that until the speed drops enough to lower the tail, then put the tail down and plant it firmly with aft stick. In those conditions it's desirable not to have the wing at high ...


11

A demonstrated crosswind component is highest crosswind (corrected to make it 90°) which has been shown to be possible to safely land by a test pilot. It shall not require exceptional skill by an ordinary pilot, however it does not mean every pilot will be able to do so. It is also NOT a limit (contrary to what some say) - if the pilot does decide to land ...


11

The B777 is limited to a max crosswind component of 25 knots when using Autoland so it is most likely that it was a manual landing in the photo above. The B777 has a "max demonstrated crosswind component" of 38 knots. Some companies will round this up to 40 knots for a company limit. The "max demonstrated crosswind component" is not a limit. It just ...


11

In my opinion it's because of your left of centerline vantage point and the sight picture burned into your brain by the always left side crosswind aspect, and in your particular case the transition to an opposite aspect is confusing your eye/brain/hands-feet processing more than other people. Everybody has their learning quirks. The sight picture you are ...


11

It is reasonable to believe, (as it is with most hypothetical questions of this sort...) that the answer is yes. However, there are a few things to consider: It would need to vary to the degree that the throttle is advanced. It would need to vary during the acceleration as aerodynamic effects change. So, if you think you might be able to listen to ATIS ...


10

Your question is not easily answered, at least in my opinion, but I'll have a go at it. Your impression that larger airplanes are less sensitive to xwinds than smaller airplanes is correct, very much so in my experience. I lack the expertise to give you the aerodynamic basis, the equations if you will, but I'm fairly certain that saying an aircraft's ...


10

As your source shows, the maximum tail wind is fixed and fairly simple. Getting slightly more complex, there is technically no maximum headwind I'm aware of, although most airports will close when the wind gets much above 50 knots, and even with the wind coming almost straight down the runway, you still get some crosswind component, which factors in. Expect ...


10

Yes, it is normal, and, in most cases, necessary. Control of he throttle is just as critical in such a low speed, low power setting environment as control of the control-surfaces. You need a hand on both. Also, using two hands on the yoke can tend to cause you to over-control the aircraft.


9

One you are established inbound on the VOR radial note the heading you are flying to maintain that course. The difference between that and the radial is your wind correction angle. Multiply it by 3 and apply it to the outbound course heading. To do this you don't need to know anything about the wind. You just need to be able to intercept and track the ...


9

You have two questions here, I hope this is not as trivial as it sounds. Is there a wind gusts threshold based on which, at a given airport, incoming flights are diverted and outgoing ones are delayed? As far as I know there is no specific threshold for which they will divert. You may want to read up on wind shear here as an airport may advise sever ...


9

Should the pilot have even attempted to land? Wasn't it too risky? Ultimately this is the decision of the pilot in command. While airlines have operating procedures (and the pilot can be reprimanded for not following them) the pilot can for any number of reasons attempt a landing, we can spend a lot discussing decision making but my guess is that the pilot ...


9

EDIT: I take your question as "when crabbing the aircraft for landing in strong crosswind, is the auto-thrust precise enough to maintain horizontal alignment with the extended runway centerline?" No. Auto-thrust is not precise nor responsive enough for this capability. Furthermore, auto-thrust is not used in this manner. To track the extended runway ...


8

When holding, it is true that you should take then inbound wind correction and multiply it by three and use that for the outbound correction. Your question centers on what happens if you don't know the correct wind information and obstacle clearance. Fortunately for us, the FAA has given us a wide obstacle clearance area for the holds. While it is ...


8

The problem is you're holding the aircraft with your hand. Imagine a windmill. It has no power at all, it spins freely. What happens when wind is blowing at it? It turns. Now imagine a propeller with no power connected to it, so it acts like a windmill. If wind is blowing at it, it will turn just the same. Why? Because a propeller pushes wind backward when ...


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