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767 35-Knot Crosswind Landing
What happens when 120 tonnes of landing Boeing 767 encounters severe turbulence just above the runway (15 at BHX). Just watch the wheels bouncing in all directions under the shear forces. Very reassuring that the undercarriage can take this sort of punishment without blowing itself to pieces. (www.youtube.com) Más...Sort type: [Top] [Newest]
Whoa that slow-mo!!! Really emphasises the punishment! Nice landing btw, skilled pilots **hats off**.
That's a terrific video, and it's amazing to think the tires and gear can handle that level of abuse.
The pilot's skill for this landing, on the other hand, is atrocious -- my opinion, of course. Flying a crab on final is almost always the most comfortable for both passengers and pilots, but expecting the gear to handle touchdown like that is unrealistic. Instead, get the upwind wing down and cross-control with rudder to maintain longitudinal alignment for the aircraft's direction (runway direction, essentially) and the aircraft's longitudinal axis. It's basic technique taught in primary instruction.
The pilot's skill for this landing, on the other hand, is atrocious -- my opinion, of course. Flying a crab on final is almost always the most comfortable for both passengers and pilots, but expecting the gear to handle touchdown like that is unrealistic. Instead, get the upwind wing down and cross-control with rudder to maintain longitudinal alignment for the aircraft's direction (runway direction, essentially) and the aircraft's longitudinal axis. It's basic technique taught in primary instruction.
You might get that wing down some, but not much, and you are correct in that it is taught as a basic technique but as low as the ground clearance is between engine/ground on the heavy twins, it just ain't possible to get a lot of it without a pod scrape. All those clearances vary some per the individual AC type, but by and large, wing down as a salvation is not a factor, although it must be used some, there is not that much emphasis on it in heavy training anymore. You will note, though maybe you can't see it good on the video, the right wing was down some, as the starboard gear impacted first. Personally, if that crosswind dumped in at 35k, I think the pilot did a fine job.
Impressive. Note that although the main gear is off-center, the nosewheel is almost perfectly on the center line of the runway on touchdown. That is an excellent example of a master pilot.
Er, no. The idea is to put the main wheels on the centreline. If you land a long a/c like a 747-400 or a 777-300 in a crosswind and the nose wheel is on the centreline, then the main gear can be very close to the edge of the runway. Certainly that was the way my old airline used to teach it and I'd be surprised if any others were that different. It seemed a bit strange initially, but after a while it became second nature to adjust the distance from the centreline that you aimed to touchdown depending on the severity of the crosswind. And in the 777 you didn't need to kick it straight as the gear could take landing with drift on. If you don't believe me, check out the videos of the 777 crosswind landing trials in New Mexico. Regards.
Of course you could always fly a BUFF, where the gear was separate and you lined it up on the runway heading (centerline) and cranked the rest of the crab into the plane. LOL. Had a BUFF driver tell me one time that you could have a 45degree split there. Talk about a pucker factor. Of course that big tail would catch every breeze in the country.LOL