The International Cessna 170 Association

These are big Boeings, but impressive nevertheless.

Miles

http://www.linhadafrente.net/bin/Pousos.wmv

YIKES. I guess those guys don't have to worry about aligning the fuselage with the runway - just scrape a little more rubber off those tires! Cool video.

Kevin

It looked like their wheels were turned - something like what the crosswind landing gear for the 170 was suppose to do! Any heavy iron guys out there that can tell us, do those big guys have crosswind landing gear? Nice Miles, Thanks!

It's hard to tell for certain but after watching it a few times they look straight to me. B-52's tandem gear has the ability to pivot something like 15 degrees to each side for crosswinds.

tye

I can tell you for a fact that any Douglas produt in the last 25 years---DC-8 thru MD-11,Boeing 717, any MD-80-90 searies do not have crosswind gear. I worked Flight Test for Douglas from 1979-2000 before working Harriers Very impressive crosswind landings. 737 thru 747 do not and I don't believe 777 have any either.

The 777 & 747 do not have crosswind gear, but some of the 737s do.

I'm not qualified in any of those particular models shown, but some considerations of those type aircraft are that the upwind-wing-down techniques aren't allowable because the engine pylon will strike the ground. Some help can be obtained with differential power though.
Boeings are tough. (With all those F-16 guys that haven't a clue what rudder is for...how else would SWA have survived all these years?)

Awesome video! My portuguese is not the best, but at the end it sed, Those pilots certainly flew a taildragger, fly with the best. Flying club of somewhr ein brazil,. and in the photo there is a paulistinhia, a brazilizan copy of the aeroboero, that is an argentine bad copy of the PA18. Saludos

FEDE

Ill be back soon

gahorn wrote:I'm not qualified in any of those particular models shown, but some considerations of those type aircraft are that the upwind-wing-down techniques aren't allowable because the engine pylon will strike the ground. Some help can be obtained with differential power though.
Boeings are tough. (With all those F-16 guys that haven't a clue what rudder is for...how else would SWA have survived all these years?)

Actually, a slip landing, a crab landing, or a combination of both are all approved. But the thing you have to worry about is trailing edge flap contact first, then the engines.

Gee, for a minute there I thought it was George Horn landing

Good video Miles.

The only way to land them in a really stiff crosswind would be in a crab or a forward slip with wings fairly level, so I would guess a crab/slip would be approved.
Those are probably certification flight tests or demonstration flights, and are obviously done with Boeing pilots doing the flying or at least supervising. I can't imagine the flaps being the issue unless excessive nose-up/low-speed errors are made. The 747 outboard engines are much more limiting than the flaps, it would appear. And the 777 main flaps (inboard) appear to be inside the engine pylons (in order to avoid engine thrust-line conflicts I would guess.) It looks pretty difficult to strike a flap without also/first striking an engine to me. But, what do I know...I certainly have never flown them except while drinking martini's.
lowNslow, you're flying 737's ? right? I've only got limited time in 737's, and you and others here are certainly a lot better qualified than I to know, ...but my training in them (long enough ago to have forgotten more than I recall) simply had us add upwind engine-thrust to assist the rudder with alignment somewhat. But...that was taught as a technique....not a procedure. Procedure was strictly tied to max crosswind limitations. Or do I remember it incorrectly?
In any case, I don't know what to think anymore with Airbus attempting to re-invent manueuvering speed definitions. I guess they'll next be telling us that rudder should never be used by pilots at all. (Maybe they should just quit putting 'em on their airplanes.)

I am currently a 777 Capt. But have flown the 727, 737/200-200, 747,757,767. I know it doesn't seem right, but the flaps in these aircraft will contact first, even in a normal landing pitch attitude with to much bank angle. The 747 O/B engines are well of the ground due to wing flex in flight. This was also critical with 727 which has tail mounted engines.

As far as differential thrust, I have never heard of that recommended in flight, only for taxi in slippery conditions. Thats not to say it is a bad procedure, but all the Boeings have more than enough rudder to handle crosswinds.

Well, I guess that answers that.
The 727 is not a surprise to me,...it's the same with other rear-engined jets I've flown. Thanks for the lesson! (And don't be so stingy with such stuff.)

gahorn wrote: (And don't be so stingy with such stuff.)

O.K. 2a.m. brief and into the simulator 4a.m.

Ha! Yeah, I just got out (of the sim) at 1:30 AM last night.