Piloted by Claude Lelaie and Terry Lutz. Crabbed in and set down a little cocked. Big plane for a medium sized runway. I would goes if they had more room the might have held it off a bit longer until the rubber had time to push them straight.
Did not look like hard landing to me. Like Ney said, it landed crabbed, which they do in large, multi-bogey aircraft. Plus with a short runway, he wanted it down quickly so the spoilers and thrust reversers could get to work. In the F-111, we kicked out the crab with rudder just before touchdown and we also wanted a firm cross-wind landing to get through the squat switches and get the ground roll spoilers up. No groundtrack drift if you did that. Taz Terry Phillips
So all that wing flex is normal? Why do they crab land jets in x-wind? On the small pistons better to keep plane straight and slip it in. Less control inputs and no side loading.
The A380 landing didn't look particularly hard to me and the wing flexing looked like a normal amount for a very large airplane with two very large engines on each one. A 747 does the same thing and watch a B-52 take off, the outboard portion of the wings start flying long before the airplane does. Big airplanes are flexible and do wiggle a lot. Jets have to land in x-winds and anything other than crabbing approach would leave some decorations on the runway from engines.
Rob- On instrument approaches, you want to stay on the runway centerline groundtrack. The two ways to do that are crab and wing low, or a combination of the two, which is recommended in the F-111 Dash One. Multi-bogey aircraft are designed to land in a crab because too much wing low can have you dragging your outboard engine nacelle or a wing-tip. If you are flying an approach in really bad weather, say 100' and 1/4 mile, you have to stay on centerline so you are lined up with the runway when you break out of the overcast. The B-52 even has landing gear bogies that swivel to make up for crosswind landings, since wing low on one is definitely not recommended. The wings on the A380 flex, but a lot of that is aspect change caused by the spoilers popping up and the nose squatting under braking and thrust reversers. Taz Terry Phillips
Wow, I just re read this and realized that my fingers were drumming to their own beat. A translation for those who read the first post. Piloted by Claude Lelaie and Terry Lutz. Crabbed in and set down a little cocked. Big plane for a medium sized runway. I would guess if they had more room the might have held it off a bit longer until the rudder had time to push them straight. Sorry 'bout that.
Your saying that if they had held it off longer and the "RUBBER" would have pushed them straight could have been taken as almost correct meaning that the tires would kick them straight.
I read somewhere that they had to put it down hard so that they had enough room to brake prior to the taxiway that they needed to use as the other taxiways were not capable of handling the whale.
Yeah...it was the ruBBer that did push they straight with a big puff of smoke and some yawing back and forth. Waiting for the ruDDer to do it might have made it a smoother landing.
http://www.aviationweek.com/aw/blogs/commercial_aviation/ThingsWithWings/index.jsp?plckController=Blog&plckScript=blogScript&plckElementId=blogDest&plckBlogPage=BlogViewPost&plckPostId=Blog%3A7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbbPost%3A61ff46eb-07b6-49c2-8058-a95b4f8ad7b5
The problem with the wing low technique in most low wing jets is that it's too easy to drag a wingtip in the flare. Thus, the crab is generally safer and easier. Plus, with the crab you can get configured and establish a stabilized approach further out. Finally, in an engine out situation where you may be power limited, a crab probably isn't the best idea.
On the 747 you are in danger of dragging a pod (engine) if you try to land wing low in a crosswind....
While I have no experience in the 74 I believe that is what the crosswind limitation is for, to prevent this from happening with a wing low "normal" crosswind landing. Only aircraft that I have ever heard of that is normal to land in a crab is the B-52.
The BUFF's nose and main gear trucks can oriented ('steered') up to 20 degrees from 'straight ahead' to allow the aircraft to takeoff and land in crosswinds. Basically x-wind landings can be done with the nose crabbed and the gear rolling straight.
As I am not a pilot myself, my father was Capt. on 747-400's in the later part of his career of 36 years w/ United (as well as DC-10's, 27's, 37's, 67's, etc), and I do understand the physics involved as it had been explained (ie: pounded into my head) to me throughout my childhood. Personally, I would be scared to death to be on that plane just for the fact that it seems that ANY significant crosswind would take that fuselage like a kite due to the HUGE vertical mass of the 380...There have been other similar posting on Youtube showing the "crabbing" of this aircraft. With regards to flex in the wings, I assume they can take a LOT of pressure. If I'm not mistaken, a 767 will do 14' of "stress" flex (either way) and still be okay. Not sure about the A380, but due to the weight, I'm sure it should be in the 20'+ range. The video shows to be est. 8-10'. Regardless, I would still be scared to fly on that aircraft. I am VERY curious to what others have to say, especially from QUALIFIED pilots. On a side note... I remember back in the day (late 70's-early 80's) when I used to go on my fathers' trips, I used to get to ride in the jump seat during taxi to the runway just before takeoff, then had to go back to buckle-up...ahhh, the good old days. RIP Dad, we all miss you!!!
On most large ac, including the 747 you crab into the wind until short final then let the nose come around to land with the upwind wing down. Just don't hit the wing or engine pod!
I was told by a commercial pilot I met that the 'standard' landing for an A380 is done fully by the flight systems. The pilots do not normally land the A/C. Is this true? I think he said something about the size and weight of the A/C requiring this. If that's the case, then we should be talking about the software engineer
That could very well be. Even on the 74 the call outs would be 100'...50', then you would raise the nose an extra 2 degrees and pull the power off and wait.
