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Originally Posted by audioholic Though I have no flying experience other than regular simming, why is it that flaps arent avoided during crosswinds? Wont it give the aircraft better stability since the wing area will be lesser? Agreed it will reduce lift but perhaps a faster landing would be okay compared to losing stability during landing?
The Airbus v/s Boeing debate is quite a common discussion everywhere. . |
Flaps will improve lift charasteric, but at the expense of introducing additional drag. . Essentially it reduces the speed at which an aircraft can be flown safely. It also allows for a steeper approach to the runway.
In cross wind situation the windward side of the plane/wing will produce more lift and drag than the lee side of the plane/wing. So the pilot will need to compensate for roll, yaw and pitch changes.
These effects depend heavily on the plane and wing design amongst others.
I can not speak for the big commercial planes, other than the Boeing 747 see below, but on smaller planes, landing with reduced flap setting for crosswind landings is a normal practice.
The last time I flew a small plane I had to reduce flap settings for this reason, see here:
http://www.india.jeroendorrestein.co.../Santa_Fe.html
Of course, a lower flap setting, means a higher landing speed and thus you need a longer runway. So you do need to take that into consideration.
Small planes such as Cessna's etc are perfectly capable of landing with no flaps at all. You just need to take into account the higher landing speed. In theory you would also not be able to descent as steeply, but again that tends to be not an issues for these planes at all. On single engine plane, when flying VFR, you typically try to come in a little high always, just in case your engine coinks out and you have to glide in the last few hundred meters.
When you're flying IFR and a subsequent instrument landing, you might not have that option, or at least it's a little more tricky to do.
On small planes being a little high and fast is easily remified by introducing forward slip. Something you wouldn't want to do with a big airliner.
Also cross landing techniques between these small and large planes tend to vary. 10 knot crosswind in your little Cessna C150 is quite a lot already, whereas for a big commercial airliner it's probably not a lot at all. techniques vary as well. Look up cross wind landing on youtube and you'll find dozens of video's and you will notice different techniques.
In a crosswind most planes come in at a crab angle. So the nose of the plane is not pointing in the same heading as the runway heading, but at an angle. In order to land the plane needs to be de-crabbed in some point of the landing. Some (larger) planes actually do land in a crab configuration and will only start alligning once the main gear hit the runway. The big issue for landing in a crab is the additional strain it puts on the landing gear. Some planes are designed and certified to allow for a certain crab angle. A few planes compensate for the crab angle by being able to rotate their landing gear the exact same amount of crab in the different direction (E.g. Boeing B52)
On a small plane the most common technique is at about 500 feet above ground to lower the wing that is in the wind. To compensate for that you need to introduce opposite rudder. Both will introduce extra drag, so you need to watch your airspeed and throttle settings carefully. In essence with the rudder you lign up the nose of the aircraft on the centreline and with dipping the wing you allign the aircraft on the centreline.
Some pilots will "kick out the grab" just before touchdown.
Either way, it means that the wing in the wind is always down from the level position, the stronger the crosswind the lower the wing needs to be to keep the plane alligned with the runway centre line. Obviously at some point you will have the wing touching the ground. Again, search on youtube for some telling examples. It also means that on a crosswind landing you typically land on one of the two main landing gears first. The one that's in the wind.
But if anything Crosswind landings seperate the real pilots from the crowd on any plane big or small. I loved doing them, but it took endless training. For me it was very much a safety issue. The more crosswind you can handle competently the more airstrip are available to you in case of an emergency!
Auto pilots in combination with Auto throttle system are capable of conducting safe crosswind landing right up to the certified cross wind speed.
On small planes there is no certified cross wind speed (at least not in the USA, under FAA rules). There is only a safe demonstrated cross wind speed.
On some large airliners, (Eg. Boeing 747-400) the standard operating procedure gives pilots two different flap setting 25 and 30. For all of the above and of course there is also some effect on brake wear. Higher landing speed means more brake wear ultemately.
On the differences between Airbus and Boeing; I have no idea if there are favourites. I just dont have the data. But as pointed out there are material differences in how these plane operate. On what's better the jury is still out on that.
Jeroen