04-09-2006, 07:00 PM
look at this video
http://s107.photobucket.com/albums/m286/...anding.flv
http://s107.photobucket.com/albums/m286/...anding.flv
[video]my first crosswind landing
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04-09-2006, 07:00 PM
look at this video
http://s107.photobucket.com/albums/m286/...anding.flv
04-09-2006, 07:05 PM
You were a bit late with the rudder correction on touchdown.
You need to be heading straight down the runway just before touchdown, not just after.
04-09-2006, 08:26 PM
Well, you made it down but Im pretty sure I woiuldn't have wanted to be on that flight!
Anyway, it's probably better than I would have done. I have trouble lining up in calm conditions in a GA plane, so... Great landing! Charlie don't surf!
04-09-2006, 10:22 PM
Very hard landing, you did a bounce landing, then you seem to have decended too late, then you didnt get lined up with the center of the
runway...Lol, but it was your first crosswind landing.
Flying For American Virtual Airlines!
04-09-2006, 10:57 PM
My two cents of advice (if I may) although it's been a while since flying IRL
On crosswind landings you normally bank the plane into the wind before touching down, meaning your wing pointing into the wind will be slightly lower than the other. This becomes more important the stronger the winds get and if there are very gusty winds. Making contact with one gear first is not uncommon nor wrong. You want to be lined up with the runway (imaginative center of plane) well before the final stages as otherwise you would have an "unstabile platform" which is naturally harder to control as well as performing the additional management of the flight while trying to "capture" the runway. Nothing that a little practise can't achieve........ Regarding the slightly harder landing <BG>. I have the impression that the plane was slightly ahead of your actions. When flying it's not so much about what happens right now (or in 5 seconds) but what IS going to happen a tad more into the future. This is especially important when flying jet aircrafts. When approaching an airport I make sure I have all things that can be prepared already setup for approach. Those things are for example to get ATIS way before FS9 ATC gives you the option (When being clearded to land......dooooooo). That way you can also pre-tune the NAV-radios with the appropriate frequencies, select the correct Altimeter settings, dial in the course for the ILS, look at the charts etc. I assume you were on the "upper end" on your approach speeds. Getting them right is a key factor in good landings. Just remember two things: Any change in power settings will take a while to actually result in a visible change of speeds ! You control the speed of a jet aircraft on landing by it's attitude and it's vertical speed by thrust. It's opposite to prop aircraft Using the trim to stay on the glidepath is also a good idea. You do way more by trimming than by actual control inputs IRL. Other than that: I've seen many worse crosswindlandings in simulators (Good thing I have some very close friends at the Lufthansa Verkehrsfliegerschule in Bremen ) Keep on trying and I'm sure you will advance in your skills Btw: With flying my favorite phrase is: "Stick to the procedures and DON'T improvise" . If something doesn't look right, go around and try again !
04-09-2006, 11:17 PM
Quote:American Jet wrote:It wasn't a very hard landing my descent rate was 324 ft/min
05-09-2006, 12:24 AM
Dude talk about side load. . . .just remember in reply to that one guy's speech, pitch for speed power for altitude which is the same as he
said but i believe that he said that its different for props, which it is not.
05-09-2006, 05:44 PM
Quote:AeroJim wrote: It IS mate...try it On a jet you are (so to speak) "riding on your thrust" so you are controlling you height with it. The drag induced by different AoA in contrast controls you airspeed. All that seems to be similar on both jets and props and to a certain degree it is that but NOT completely ! Whereas jet engines (with very few exceptions such as AN72/74 and the NASA stol transporter prototype) will NOT blow over the wing their influence on the lift is ONLY generated by increase or decrease of the TAS (plane speed + windspeed). In contrast a prop will generate an airstream over the wing. Therefore when you change the prop RPM more or less lift is generated DIRECTLY plus the lift generated by the airspeed. I'm waiting for this topic to kick off Greetz Carsten
05-09-2006, 07:34 PM
Pitch for speed...
I am sat on the runway, engines off, yoke pushed forward and I aint going friggin' nowhere.
05-09-2006, 07:43 PM
Quote:Ceemosp wrote: Mouse cursor hovers over the 'close thread' button
05-09-2006, 09:44 PM
censorship!
05-09-2006, 09:47 PM
Guys, m1r3o is Italian: they've got it in their blood!
The proof is here: ==> http://www.youtube.com/watch?v=M1w4KEnkWIg
05-09-2006, 11:04 PM
Quote:DBE wrote:I'm Danish too!!!
06-09-2006, 01:52 AM
Quote:m1r3o wrote: Let's see if I can't find any SAS pilot doing stunts In the meantime, what do you guys think about this "greasers" ==> http://video.google.es/videoplay?docid=-...raft+funny http://video.google.es/videoplay?docid=-...rd+landing Greetz Carsten |
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