/me wants to be a pilot
update - I added another post with proper wiki links and better explantion.
These crosswind landings are done with normal control inputs. Aircraft fly relative to the air, not to the ground. The pilots adjust the amount of yaw through normal controls to compensate for the crosswind, but once sufficient yaw is established, the ailerons and rudder are centered, until touchdown, when the rudder is used to yaw the aircraft into the direction of the runway.
As noted, the main landing gear on some aircraft, like a B52, can be steered, so the B52 can remain yawed after touchdown. A B52 is difficult to fly because it uses spolierons instead of true ailerons. The spoilerons invoke a yaw, and air speed differential on the wings, combined with swept back wings (dihedral works also) cause the plane to roll indirectly in response to the yaw inputs.
The purpose of cross control or "slip" landing approaches is to decrease lift and to increase drag, which reduces altititude without gaining much air speed, on aircraft that don't have enough drag inducing components, such as large flaps, spoilers, or air brakes. The main purpose is when the angle to a runway is forced to be steep, such as clearing some obstacle that is near the runway, or in the case of lost power, where there's only one chance to land, and for safetry reasons, the landing approach is done with a steeper approach to guarantee excess energy which can be scrubbed off via a slip.
Another usage of cross control is done on gliders during a thermal turn. Air speed is slow, so the inside wing has a tendency to drop down, so some counter (outward) aileron input is required to keep the wings at a constant level, at the same time, some inwards rudder is required to maintain a coordinated turn, because the yaw rate versus airspeed causes the tail of a glider to have a significant cross wind component.
These crosswind landings are done with normal control inputs. Aircraft fly relative to the air, not to the ground. The pilots adjust the amount of yaw through normal controls to compensate for the crosswind, but once sufficient yaw is established, the ailerons and rudder are centered, until touchdown, when the rudder is used to yaw the aircraft into the direction of the runway.
As noted, the main landing gear on some aircraft, like a B52, can be steered, so the B52 can remain yawed after touchdown. A B52 is difficult to fly because it uses spolierons instead of true ailerons. The spoilerons invoke a yaw, and air speed differential on the wings, combined with swept back wings (dihedral works also) cause the plane to roll indirectly in response to the yaw inputs.
The purpose of cross control or "slip" landing approaches is to decrease lift and to increase drag, which reduces altititude without gaining much air speed, on aircraft that don't have enough drag inducing components, such as large flaps, spoilers, or air brakes. The main purpose is when the angle to a runway is forced to be steep, such as clearing some obstacle that is near the runway, or in the case of lost power, where there's only one chance to land, and for safetry reasons, the landing approach is done with a steeper approach to guarantee excess energy which can be scrubbed off via a slip.
Another usage of cross control is done on gliders during a thermal turn. Air speed is slow, so the inside wing has a tendency to drop down, so some counter (outward) aileron input is required to keep the wings at a constant level, at the same time, some inwards rudder is required to maintain a coordinated turn, because the yaw rate versus airspeed causes the tail of a glider to have a significant cross wind component.
Proper Wiki links below. Note that these extreme crosswind landings are mostly "crab landings", with the wings level and the aircraft in normal flight, the only angle is that of the aircraft to the runway, and not between the aircraft's heading and air flow. If a slip is used, it's only used just before touchdown, and the slip angle can't be much or else a wingtip could touch the ground before the landing gear.
http://en.wikipedia.org/wiki/Crab_landing
A slip while turning is similar to understeer, an uncoordinated turn with insufficient rudder. However a slip is usually done while flying in a straight line and is used to decrease lift and increase drag, to allow for a steeper descent without a huge gain in airspeed. This is useful, such as when having to clear an obstacle that is in front of the runway (not an issue at commercial airports), or because if an aircraft loses power, there's only one chance for a landing, and the goal is to have excessive energy and use the slip to scrub off the excess energy. The wiki article mentions that lift is reduced because the wings are no longer perpendicular to the aircrafts heading relative to the air, in other words, the aircraft is yawed with respect to the air flow. In addition, when the aircraft is yawed, the aircrafts body, being sideways to the airflow creates a lot of drag, so you have the combination of decreased lift and increased drag. The wiki article leaves out the part about increased drag.
Although deflecting the rudder and cross controlling with ailerons to keep the wings level, results in "sideways" flight, which will decrease lift and increase drag, holding the wings at an angle will result in an even more "sideways" form of flight that decreases lift and increases drag even more.
http://en.wikipedia.org/wiki/Slip_%28aerodynamic%29
A skid while turning is similar to oversteer in a car, an uncoordinated turn with excessive rudder.
http://en.wikipedia.org/wiki/Skid_%28aerodynamic%29
A slip turn is any rudder only turn. Normally used for aerobatics, such as knife edge flight (an aicraft flying with the wings vertical, using the aircraft's body as a wing, and the rudder as an elevator. Most non-aerobatic aircraft have a roll response when yawed and require some counter aileron input to keep the wings from rolling when the rudder is yawed. Some aircraft, such as the flying wing, B-52, and some model aircraft, don't have true ailerons (or in the case of models, no ailerons at all), relying on the plane to respond to yaw inputs (spoilers and/or rudder) to indirectly cause an aircraft to roll (for models these are called rudder - elevator models, since they don't have ailerons).
http://en.wikipedia.org/wiki/Slip-turn
http://en.wikipedia.org/wiki/Crab_landing
A slip while turning is similar to understeer, an uncoordinated turn with insufficient rudder. However a slip is usually done while flying in a straight line and is used to decrease lift and increase drag, to allow for a steeper descent without a huge gain in airspeed. This is useful, such as when having to clear an obstacle that is in front of the runway (not an issue at commercial airports), or because if an aircraft loses power, there's only one chance for a landing, and the goal is to have excessive energy and use the slip to scrub off the excess energy. The wiki article mentions that lift is reduced because the wings are no longer perpendicular to the aircrafts heading relative to the air, in other words, the aircraft is yawed with respect to the air flow. In addition, when the aircraft is yawed, the aircrafts body, being sideways to the airflow creates a lot of drag, so you have the combination of decreased lift and increased drag. The wiki article leaves out the part about increased drag.
Although deflecting the rudder and cross controlling with ailerons to keep the wings level, results in "sideways" flight, which will decrease lift and increase drag, holding the wings at an angle will result in an even more "sideways" form of flight that decreases lift and increases drag even more.
http://en.wikipedia.org/wiki/Slip_%28aerodynamic%29
A skid while turning is similar to oversteer in a car, an uncoordinated turn with excessive rudder.
http://en.wikipedia.org/wiki/Skid_%28aerodynamic%29
A slip turn is any rudder only turn. Normally used for aerobatics, such as knife edge flight (an aicraft flying with the wings vertical, using the aircraft's body as a wing, and the rudder as an elevator. Most non-aerobatic aircraft have a roll response when yawed and require some counter aileron input to keep the wings from rolling when the rudder is yawed. Some aircraft, such as the flying wing, B-52, and some model aircraft, don't have true ailerons (or in the case of models, no ailerons at all), relying on the plane to respond to yaw inputs (spoilers and/or rudder) to indirectly cause an aircraft to roll (for models these are called rudder - elevator models, since they don't have ailerons).
http://en.wikipedia.org/wiki/Slip-turn
I'll apologise in advance for being typically English so therefore i don't speak a word of German.
But where there any quotes from the passengers on that forum ? It'd be interesting to hear what they had to say (i'm sure if i was on the plane i could think of a few quality Ye Olde English phrases to pass on to the pilot)
I can't read German, and there are multiple aircraft being discussed, not just the one in the video. The wings of the aircraft in the video remain straight at the tips after the aborted landing, and neither tip is bent up as shown in the photo from that web site.
Looking at the video, the pilot makes a last few seconds correction to the right to keep the aircraft following the runway, with some right roll, then corrects with left roll, but the plane over corrects (a combination of momentum and the crosswind) to the left, and nearly plants the left wing into the runway, but the left wing appears undamaged after the plane takes off in the aborted landing. The right wing clearly doesn't hit the runway, but the left wing may have scraped the runway. The wings have some flex in them so the tips can handle some amount of force without anything breaking from such contact. The wings on that aircraft have both dihedral (they are angled upwards) and swept back, and the result is that rudder (yaw) inputs will cause the aircraft to respond on the roll axis, yaw to roll coupling. Normally, yaw to roll coupling improves stability during flight, but it makes severe crosswind landings more difficult, combined with the fact that it's something a pilot rarely experiences after initial training.
JeffR, you have said all I couldn't be bothered to type - excellent posts.
No quotes from passengers.
They are actually talking about the amount of money the thread starter got offered for the pictures by several newspapers.
Look at this video, it's amazing! http://www.youtube.com/watch?v=zAfQwDizpRo
The funniest videos are the ones of people getting blown into the water on takeoff...
http://www.youtube.com/watch?v ... ErWJY&feature=related
http://www.youtube.com/watch?v ... ErWJY&feature=related
A short clip of the video was shown on CNN tonight.
http://de.youtube.com/watch?v=ueJeC2pxxbM
he almost lost it midair a couple of times already, really impressive skills
Pic found from my flight sim buddies...
http://www.airliners.net/uf/vi ... mp;filename=phpOltUWB.jpg
something we all knew right after seeing the vid has now been confirmed
the co pilot who did the final was... female
the co pilot who did the final was... female
Thanks, yea, i saw it when i got home, for some reason it didn't load here at work
No one answered my second question..
is A380 now flying regularly, it's not in testing anymore?They've been flying commercially since 25 October 2007
Hah! Oxymoron detected!
I bet everyone on the plane shat their pants.
Plane Drifting
(68 posts, started )
FGED GREDG RDFGDR GSFDG