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#1
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Asymmetrical thurst
Watching the videos of the heavies crabbing to a landing in high cross winds
prompts me to ask: why don't they use asymmetrical thrust instead of kicking it straight in the flare? Even in a single, why don't we see more forward slips to a landing instead of crab, kick, and pray? Have these techniques gone the way of the steam gauges? |
#2
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Asymmetrical thurst
Jim Carter wrote:
Watching the videos of the heavies crabbing to a landing in high cross winds prompts me to ask: why don't they use asymmetrical thrust instead of kicking it straight in the flare? Too slow and too hard to manage. Even in a single, why don't we see more forward slips to a landing instead of crab, kick, and pray? Poor instructors. Have these techniques gone the way of the steam gauges? The first technique (differential thrust) never existed to my knowledge and the second technique is alive and well with well-trained pilots. Matt |
#3
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Asymmetrical thurst
Matt Whiting wrote:
Watching the videos of the heavies crabbing to a landing in high cross winds prompts me to ask: why don't they use asymmetrical thrust instead of kicking it straight in the flare? Too slow and too hard to manage. At least in a jet. The time delay involved in spooling up probably has the most to do with it not being currently used. Even in a single, why don't we see more forward slips to a landing instead of crab, kick, and pray? Poor instructors. Have these techniques gone the way of the steam gauges? The first technique (differential thrust) never existed to my knowledge and the second technique is alive and well with well-trained pilots. I've used differential thrust before so I know the technique exists. However I was flying something with piston engines which essentially had instant reaction to throttle inputs. Passengers liked it better than the more usual methods because it presented them with a more conventional view looking out the window, hence less anxiety. When you land on just one wheel after a successful slip to a landing, they think you've screwed up. -- Mortimer Schnerd, RN mschnerdatcarolina.rr.com |
#4
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Asymmetrical thurst
On 2008-03-11, Matt Whiting wrote:
Even in a single, why don't we see more forward slips to a landing instead of crab, kick, and pray? Poor instructors. Interesting...because the first CFI I flew with in 15 years had me use the exact same technique my primary instructor taught me: point it down the runway with the rudder, hold it over the centerline with the ailerons. I had thought that was the standard light aircraft approach to the problem. Have these techniques gone the way of the steam gauges? The first technique (differential thrust) never existed to my knowledge I wouldn't expect differential thrust to be manageable with a turbofan/turbojet because of the time lag between throttle and thrust. -- Jay Maynard, K5ZC http://www.conmicro.com http://jmaynard.livejournal.com http://www.tronguy.net http://www.hercules-390.org (Yes, that's me!) Buy Hercules stuff at http://www.cafepress.com/hercules-390 |
#5
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Asymmetrical thurst
On Mar 10, 4:34*pm, Jim Carter wrote:
Watching the videos of the heavies crabbing to a landing in high cross winds prompts me to ask: why don't they use asymmetrical thrust instead of kicking it straight in the flare? Even in a single, why don't we see more forward slips to a landing instead of crab, kick, and pray? Have these techniques gone the way of the steam gauges? Slipping has been used for crosswind technique long before crab&kick. The crab&kick was only made possible by the invention of the nosewheel. -Robert |
#6
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Asymmetrical thurst
"Jim Carter" wrote in message . net... Watching the videos of the heavies crabbing to a landing in high cross winds prompts me to ask: why don't they use asymmetrical thrust instead of kicking it straight in the flare? Even in a single, why don't we see more forward slips to a landing instead of crab, kick, and pray? I see no reason to pray. There's little difference in out come with the crab technique or the forward slip. One you put the plane in a slip early and keep constant control pressures thru-out your approach and the other you put the plane in a crab, relax your control inputs and put the plane in a slip in the last 10 seconds or so. Either the plane has enough rudder authority or it doesn't in either situation. Neither is superior IMO and definitely neither makes one a super pilot over the other. Seems to be personal preference. If you are proficient at one of these techniques you've got it covered. I don't think that there is any situation when one of these crosswind landing techniques is the preferred and only safe way to land over the other. Kobra |
#7
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Asymmetrical thrust
Kobra wrote:
Even in a single, why don't we see more forward slips to a landing instead of crab, kick, and pray? I see no reason to pray. There's little difference in out come with the crab technique or the forward slip. There is one reason you should always pray: the wind is seldom a constant. As you're coming in on short final and the wind rapidly shifts, will it happen at the worst possible time? Will it do something so violent as to be totally unexpected and leaving you no time to recover? *That's* why you should pray. I can recall what started as a normal but gusty landing in a Cherokee Six. I touched down acceptably and rolled a couple of hundred feet, then found myself flying again; only this time I was cocked into the wind at about a 40 degree angle to the runway at an altitude of about 2 feet. I had been rolling so far after my touchdown that I had completely relaxed; all that was left to do was taxi. Heh heh... the wind had other ideas. I firewalled it and managed to keep from coming down sideways. *That's* the kind of stuff that causes me to pray at hinky moments. -- Mortimer Schnerd, RN mschnerdatcarolina.rr.com |
#8
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Asymmetrical thurst
A B-52 pilot told me part of the approach setup was to dial in the right
angle for the landing gear so a crab would be possible while the plane was rolling straight down the runway. "Kobra" wrote in message . .. "Jim Carter" wrote in message . net... Watching the videos of the heavies crabbing to a landing in high cross winds prompts me to ask: why don't they use asymmetrical thrust instead of kicking it straight in the flare? Even in a single, why don't we see more forward slips to a landing instead of crab, kick, and pray? I see no reason to pray. There's little difference in out come with the crab technique or the forward slip. One you put the plane in a slip early and keep constant control pressures thru-out your approach and the other you put the plane in a crab, relax your control inputs and put the plane in a slip in the last 10 seconds or so. Either the plane has enough rudder authority or it doesn't in either situation. Neither is superior IMO and definitely neither makes one a super pilot over the other. Seems to be personal preference. If you are proficient at one of these techniques you've got it covered. I don't think that there is any situation when one of these crosswind landing techniques is the preferred and only safe way to land over the other. Kobra |
#9
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Asymmetrical thurst
Jim Carter wrote:
Watching the videos of the heavies crabbing to a landing in high cross winds prompts me to ask: why don't they use asymmetrical thrust instead of kicking it straight in the flare? Even in a single, why don't we see more forward slips to a landing instead of crab, kick, and pray? Have these techniques gone the way of the steam gauges? Using differential thrust would be asking for disaster. The proper technique is fly the crab just as you would do an an ILS localizer to remain on course during a crosswind. It is not a crab; rather, a coordinated flight wind correction (track vs heading. Then, as the flare begins down aileron is placed into the wind as the opposite rudder is used to align the nose with the runway. If down correctly, the wings remain level as the aircraft touches down, thus preventing an engine pod from scraping the runway. It wasn't always taught this way, but has since at least 1980, or so. It had to be demonstrated on rating rides in the simulator with maximum certified crosswind for the airplane. |
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