On Sep 26, 10:42*pm, BeechSundowner wrote:
On Sep 26, 8:46*pm, a wrote:

On Sep 26, 11:10*am, " wrote:
I noticed when you broke out at 500 feet agl you aligned the axis of
the airplane with the runway then tended to drift a little left, and
coordinated turned yourself onto the center line again. Absolutely
nothing wrong with that, but my habit is a little different. I
continue to fly the localizer at whatever crab angle I need *to keep
the needle centered and when much lower *drop the windward wing, kick
the airplane into alignment *and transition to a cross wind landing.
It would be interesting for the thread to address the advantanges and
disadvantages of each method.

A,

While IMC, I do exactly what you say, fly the crab all the way down.
Problem and why you see me drift left when I break out was I was 1/2
dot off fthe localizer to the right, so in order to find the
centerline, it required a slight turn to the left when I broke out 512
MSL or *200 AGL.

You can see my "reintercept" of the centerline from 7:20 to to 7:30 by
watching the point of the cowling in relationship to the runway
centerline. *During this 10 seconds, I was correcting the right of the
localizer problem.

Couple of thoughts, as I did not even realize until breaking out that
I had that much of a crab as I was so focused on maintaining the
localizer. . *It took several adjustments of the header bug on descent
to find that sweet spot in tracking. *When I broke out, needless to
say I was surprised at my crab angle (like, oh crap, where's the
runway!), and thus the sharp "response on the yoke" *My subsequent
approaches were not that abrupt on the yoke as I was better prepared.

This was a quartering "downwind landing" *34L was closed so only 16L
was available.

It's fun to Monday QB my videos and I sincerely appreciate this kind
of feedback!

It's not intended as Monday morning quarterbacking. I noticed you did
something different than the way I do, and asked about it. It's
rather fun when sliding down the glideslope to look at the dg and
compare it to the expected heading. I've seen 20 degrees difference at
the OM change to 10 degrees at minimums -- you can tell the pax where
to look for the runway environment if you're lucky enough to have an
extra pair of eyes in the cockpit. I coach the person in the right
hand seat to say 'runway lights in sight'.

This is also worth trying, especially in a low wing airplane where
ground effect is more obvious. When you have a safety pilot aboard, if
there is not much wind stay under the hood until you feel ground
effect. What we do is fly glide slope to the MM, then just the
localizer and start backng off the throttle a bit. It's a confidence
builder to know you can fly to touchdown that way. You'll likely
bounce -- I do at least -- but I know in the worst conditons (think
snow sqaull at your alternate) if I have no choice I can get on the
ground more or less safely. Keeping the localizer centered down low
is 'entertaining'..