A Great Landing Technique Video

[DrZoos]

[djpacro]

Yes, UND generally do a great job with their material.

 

Their "decrab" explanation is good noting that earlier application of the sideslip gives additional time to exercise that latter portion, useful in training and practice.

 

With that sideslip method the pilot obviously flies a longer portion of the final approach in a slip. Use rudder to match aircraft and runway heading. Lowering the upwind wing with aileron to maintain the centreline. Establishing the sideslip early allows time to adjust and establish proper control inputs.

 

Of course, every landing is a crosswind landing.

 

In a Pitts, sideslip is used to make the runway visible. In a strong crosswind a crab is enough to see the runway until the flare. 10 kts or so of crosswind is ideal for a Pitts as only a small slip is required in conjunction with a crab to see the runway so more comfortable than "straight"down the runway (i.e. negligible crosswind).

 

 

Worth repeating part of their briefing for the sideslip method. Use rudder to match aircraft and runway heading - rudder to keep it straight.

 

Query: Crab needs thrust?

 

 

[facthunter]

I suppose anytime you have a crosswind you will need more power to go the same distance across the ground, but I thought the comment "strange". Decrabbing on a "light " aircraft means that almost immediately the plane will commence to drift downwind of centreline, So...JUDGEMENT is critical at that point and all the effort will come to nothing if the touchdown is not fairly soon after the decrab manoeuver.

 

Sidelipping may well be the easiest technique to not get into difficulties, and you have a good indication of how much rudder control you have left.

 

By defining "one or the other" you create an illusion of two definite procedures where I would claim there should be a "MIX" with the exception of aircraft with underwing pod engines or flaps configuration that prevent much (if any really) wing down at the FLARE.

 

The main emphasis is to not allow the UPWIND wing to get higher than level bank. You really stack the odds against your self if that happens. Nev

 

 

[djpacro]

...... with the exception of aircraft with underwing pod engines or flaps configuration that prevent much (if any really) wing down at the FLARE.

or aileron "spades" under the lower wing.

[metalman]

I suppose anytime you have a crosswind you will need more power to go the same distance across the ground, but I thought the comment "strange". Decrabbing on a "light " aircraft means that almost immediately the plane will commence to drift downwind of centreline, So...JUDGEMENT is critical at that point and all the effort will come to nothing if the touchdown is not fairly soon after the decrab manoeuver.Sidelipping may well be the easiest technique to not get into difficulties, and you have a good indication of how much rudder control you have left.

By defining "one or the other" you create an illusion of two definite procedures where I would claim there should be a "MIX" with the exception of aircraft with underwing pod engines or flaps configuration that prevent much (if any really) wing down at the FLARE.

 

The main emphasis is to not allow the UPWIND wing to get higher than level bank. You really stack the odds against your self if that happens. Nev

I watched a fella at YCEM recently have about four goes at getting an aerobat in, every time he rounded out he let the windward wing lift a bit ,then bam the wind got under it and blew him off the runway,,,,it was a challenging day but he seemed to make that one error over and over, eventually got it down but it was quite a show,,,,three go a rounds gets everyone spectating,

Matty

 

And great graphics, very well done video!

 

 

[kgwilson]

Good video. I use all methods but generally begin crabbing to keep on centreline & find this method easier to maintain approach angle & speed. If the crosswind is not too severe I kick the rudder to straighten up just moments before touchdown & start in to wind aileron on touchdown increasing it as the aircraft slows. If there is a lot more crosswind, I begin the slip from about 30 to 50 feet so the very short final is straight along the centreline. A lot of crosswind can often mean a touchdown on the in to wind main wheel only, then the down wind main wheel as the aircraft slows & finally the nosewheel. Positive use of aileron when on the ground is essential & by the time the aircraft is rolling at 30 knots or less I use the lot.

 

 

[DrZoos]

I find wing down 100ft out better in big winds which ive been perusing lately. The kick unbalances the plane at just the wrong time when it is fairly windy. . But best to have both in the trick bag in my opinion

 

 

[metalman]

I find wing down 100ft out better in big winds which ive been perusing lately. The kick unbalances the plane at just the wrong time when it is fairly windy. . But best to have both in the trick bag in my opinion

I use the same technique , I got in the habit of just kicking it around but find it more accurate to have a stabilised approach nowadays

Matty