@@1stepprep Wow, there is even a paid version? Is that extra deluxe nonsense? Or are you actually explaining it right in the paid version and the free version is a joke?
@@joshilini2 are you? Based on your comment I doubt that. The nose veers into the wind when moving in relation to the ground during take-off and landing. Not while airborne when moving in relation to the same airmass. The statement we will add differential thrust to let the nose veer extra into the wind during approach therefore makes zero sense. An aircraft in flight does not experience a “crosswind” or “headwind” component. Only when taking-off before crabbing into the wind and from the moment we start de-crabbing for landing does the aircraft experience a crosswind component. I have been an instructor for many years and a commercial pilot on turboprops and jets, made many crosswind landing. This method of performing a crosswind landing is a complete fairy tale and so is the explanation. It is also impossible to perform a 50 kt crosswind landing without side-loads onto the landing gear. That would mean the aircraft needs to be fully de-crabbed which would require so much bank to counter drift that the wingtip and engine nacelle will hit the ground. Its a fairy tale.
Hello Anthony, my name is Alan Crane. I am a 787 captain. Some United skippers call me Captain Al Crane (sounds like Al Haynes). I am tracking inbound JFK VOR at 5000' on heading 270. Wind is 180/15kts. Wind is coming from my left correct? In order to track direct to the VOR, my heading will be approx 265 degrees. My NOSE is pointed into the wind. My aircraft is CRABBED. If I continue to fly 270 with a left crosswind, I will be tracking 275 and will miss the JFK VOR. Thanks for trying to troll but Joe and his team are amazing instructors.
Around 5:30, you talk about the aircraft always wants to “weathervane.” That is not accurate. If you’re wings level, no control inputs, the airplane will just keep whatever heading you have. The airplane has no idea there is a crosswind, all it’s doing is flying through the air. You are correct in saying it will weathervane on the ground. The weathervaning you may be experiencing in the sim comes from freezing the sim, setting up your student on a 5 mile final and after releasing the sim freeze, the sim weathervanes the plane briefly. The only weathervaning you would experience in the plane is if you were holding rudder pressure in for a slip and releasing the pressure to neutral. Then and only then it would appear to weathervane. But it has nothing to do with the crosswind (in the air). You could do this on a calm day, push rudder, hold opposite aileron, release, and it would appear to weathervane as the aircraft goes back to its previous state of equilibrium. Think of a kid walking with a fish bowl with a fish swimming in it. Regardless of which direction the kid is walking (wind), the fish (plane) can swim around in any direction perfectly unaffected by the kid’s direction or speed.
D You obviously understand the difference between heading and tracking. Please explain how the aircraft wants to “weathervane” into the wind, while it’s airborne. I have been flying for 30 years, CFII, MEI, sailplane pilot, UL’s, Aerobatics and tailwheel instructor, 4 type ratings, 2000 hours in A320 type, and I have never seen or experienced an airplane “weathervane” while in the air! The only way an airplane can weathervane is while its tires are making ground contact or if you experience some kind of wind-shear while airborne (ie. Wind 180@15 shears to 270@15). Thank you.
Yes, completely nonsense, should be taken offline before someone takes this video seriously. Unbelievable how a real world “pilot” does not understand the very basics of a crosswind landing.
The aircraft will weathervane...I think he just wanted to say that the plane will crab. And you are saying that the plane will never crab by itself not matter the wind. In this case, how would you crab into the wind during crosswind landings? Rudder into the wind?
I think it's great to look at crazy scenarios! In an emergency (let's say you have a fire) and the nearest airport has a 50 kt crosswind--guess where you're landing; when you do land no one will say "that's not allowed!". In a 182 I used to (with an instructor or safety pilot) practice taking ILS approaches down to CAT II minimums...I'd never actually do it but if you can do it a cat I is easy.
My god, I hope nobody is actually stupid enough to take this nonsense into the cockpit. An aircraft weathervaning in the air when disconnecting the autopilot, really? Differential thrust into the wind during flight, crosswind becoming a quartering headwind in flight, WHAT??? Boeing 737 not certified for sideloads, not true, allowed to land without de-crabbing up to 40 kts crosswind, although not recommended on a dry runway. Differential reverse thrust during landing roll.... An advise here: disregard this nonsense, its complete misinformation. FOLLOW YOUR AIRCRAFT FCOM!!! Hope this dude is not actually an instructor...
On extreme crosswinds it is better to use the Crabbing Slip Method. That is a combination of the Crabbing Method and the Crosswind Slip or Wing Low Method. Low engine airliners like 737's 300 and up cant do more than around 10-12 degrees of banking on the Crosswind Slip Method, so if still you need crosswind correction 12 degree banking towards the crosswind then you have to crab the nose into the wind on the flare too. And that becomes The Crabbing Slip Method. I landed many times with DIRECT CROSSWINDS at half the speed of stall on many airplanes using that Crabbing Slip Method. That will be like landing a 737 on a 55 knot direct crosswind or more. Im was a CFI in a windy area
@@1stepprep I play/practice on infinite flight simulator on my phone I have around 40 hours in the A380-800 and I set myself up with a nice 65knt cross wind @90° at LAX with a 10nm final for 7L started at 10000ft I 🦀 ed all the way down to 7L and pointed directly at 90° full flaps and slats 5mph ground speed with wind speed at 175knts just floating kept it there for a solid 5 min before I had to land because of low fuel lol wish I could do it in a actual simulator but we don't have any in Oregon
Great, but pls explain the advantage of this your own invention of differential thrust, the airplane can by normal procedure turn its nose towards the wind as well ? What do you mean is the actual benefit?
The aircraft will naturally weather vane into the wind. By using differential thrust it provides a more comfortable approach since you are working with the aircraft to crab with near neutral ailerons.
@@1stepprep Sorry but I still can't see the advantage, once we find our crab angle the ailerons are neutral any way. And if there would have been any advantage in real flying outside your sim world, this practise would for shore have been adopted by the large aviation world of professional pilots.
@@1stepprep For all practical advices there have to be some logic or scientific explanation. Since the airplane always fly within its own air package independent on the direction of the airport on final, your words about that this practise would give neutral ailerons is simply not true. So what is left is your statement is that "it will feel more comfortable" without any explanation why, sorry it makes no sense.
Crosswind on its own won't make anyone feel comfortable, compared to side slip techniques the ailerons will remain in a rather neutral position (you'll still need to do corrections) when approaching the runway. I myself can't see much of a difference to all those recommended crabbingdecrabbing procedures. Though what about winddrift, having the nose aligned with the runway bearing, no side slip wingtips imbalance, no crab-mis-heading/malalignment.
Come on man, its full of discrepancies. Its already sad enough you think the aircraft weather vanes into the wind while in flight because the aircraft is experiencing a crosswind component and that this direct crosswind is then becoming a quartering headwind. A320 and B737 are not allowed to land with any side loads on the gear (not true by the way), how are you planning to land with 50 kts crosswind with no sideloads? Good luck fully decrabbing with 50 kts of wind and use bank to fully counter drift without planting the wingtip and nacelle into the ground.
Good brief on rudder and differential reverse usage. Did I miss holding aileron into the wind during and after touchdown. It makes a huge difference in stability of the rollout.
Differential reverse may workout on prop airplanes. Prop responds quite fast. However, you never know how much input will make asymmetrical reverse on A320 on icy or contaminated runway.
@@maugli2005 I've flown both types and you are right that props respond faster. Very effective on the Twin Otter and Electra L-188 with the huge props. The Twin Otter had full 50 # (100%) of torque in reverse while most turboprops limit it to 25 to 50% of available torque. My experience with the A320 was that with full reverse on one engine and idle reverse on the other was easily corrected with rudder until it was reduced to the desired level.
What’s the purpose of this video?? In big jets are you actually doing landings in such winds and apply such skills? I need to find the book that teaches this kind of stuff. Where did you get all this stuff from?
Hey @ 1StepPrep Joe Munoz , Joe Munoz , I may be wrong, but if you are adding differential thrust, how are you maintaining centerline? (rudder?) or Autopilot? And once you start Cross controlling, do you still maintain differential thrust until landing?
On all airplanes, except 4 engines. 4 engines need a combination of crabbing and little slip only to avoid hitting the outside engine on the ground. Not too much banking into the wind due low engines. That is why they land with more crabbing method than slip/Wing Low Method..
Well according mister instructor here A320 and B737 are not allowed to land with side-loads on the main landing gear. Only way to achieve that is by using wing low technique, with 50 kts crosswind the wingtip will be well buried into the ground. This whole video is baloney, of course you don't fly cross controlled or only to a very small extend and land crabbed or kick the aircraft straight just before touchdown, in either case side-loads are not zero.
This happens daily. Not to the extent that you would do this in a 172. It's a very small input. But, it is certainly possible to do (on a small scale) to eliminate side loads on the gear at touchdown.
Oh, you mean a "decrab" on touchdown. Yes of course. Thought you meant cross control during the approach ("bank into the wind - opposite rudder" technique as opposed to crabbing). We are not allowed to disconnect the ATHR though, although this could be a company thing... @@1stepprep
it’s not allowed to use rudder in FBW system during approach, before the flight controls enter into the ground mode. so it’s vital to wait for the transition, and not to start decrabbing at 50ft. in A320 and similar we can only start to decrab at flare. just a few cents, thanks for the video
You def can't do that on an Airbus A320 as according to the manufacturer yo ushould flying crabbed till before touchdown and de crab before touching. So basically why should you use the differential thrust to fly "straight" during all the along the approach? I don't see the purpose of that.
Absolute nonsense. Have you flown a real Airbus?? This weird advice is contrary to Airbus FCTM, for very good reasons. There's no such thing as 'weather vaning', the aeroplane flies exactly the same with 0 XWC or 200 XWC
There are many things in here that are just glossed over. May I suggest that you pause and reflect on some of the comments and consider more research and a revised version of this tutorial. I don't think you've adequately explained your reasoning for applying downwind, additional differential thrust. I do not believe it is either Airbus or Boeing documented technique and as such I can't support it. Personal opinion, I don't think Joe should be teaching this technique in a public domain. I'm going to go through a number of points, not to belittle, but to help and encourage and dispel myth. 1. Differential Trust. 2. Partial Decrab on late finals. 3. Jet engine responsiveness - Spool up. 4. FlyByWire Airbus Normal law Roll behaviour. 5. Wing Sweep in crosswinds. 6. Displacement from Centreline. So here we go. 1. I have heard of differential thrust being used in 'at or over limit' crosswinds, on other aircraft, but that was using differential thrust on the UPWIND side during early partial de-crab, to assist the rudder with total yaw authority. Again, that was in very significant crosswind and was done by an A Cat Air Force Instructor. In 37 years flying I have only seen it used once and tucked it in the back pocket as a very advanced technique for special demanded conditions. You may argue that One Eng Inop is differential Thrust, yes, but that's then a known conditions and crosswind limits may apply. Furthermore, rudder authority becomes an issue and you choose which side to put the crosswind if you're assymetric. 2. I can say that in large US origin jets with triple autopilot auto land, in significant crosswind, they do initiate a partial de-crab during the late phase of approach, well before flare. They do not use differential thrust. The partial de-crab is one technique taught in large crosswinds and also gives an opportunity to explore yaw authority before touchdown. But again, that is for extremes. 3. On any approach, it is a descending manoeuvre and only a small mount of total thrust is required. In your example, if one engine is advanced, the other must be reduced. I am concerned with what you are teaching that, on a jet, the reduced thrust engine would have slower spool up response taking more time and slow response if thrust was needed, causing unwanted differential yaw and roll in any 'reactive' thrust application, because one is at higher N2 and spools faster. Very strong crosswinds usually generate significant mechanical gusts from upwind terrain, needing dynamic and active thrust movement. I am really not keen on your suggested technique of downwind engine differential thrust. 4. On A320, the aircraft is in normal law on approach until pitch mode changes in Flare Mode at 50' (A320) or 100' (A321). In Normal Law, inflight, Side stick input (all the way to touchdown) demands Roll RATE, not a proportional Aileron input. Again, you do not explain that aspect or the transition. 5. You may also wish to discuss the swept wing aspects of yawing in the flare, with significant crosswind. The advancing wing becomes more head on, The retreating downwind swept wing in effect creates an apparent greater sweep and significant roll is induced by differential lift. Airbus flight laws sorts a lot of that out. for conventional aeroplanes, HG Davies describes the effects well on jumbos in his book Handling the big jets. 6. Separately, and I'm sorry to harp on, but you talk about the technique of displacing your alignment on the upwind side of the centreline. Fair enough. However, that is because when you are crabbed into wind, allowing heading plus drift to track the aircraft along runway track. You the pilot, at the front of the aeroplane will be displaced ever so slightly upwind of the trackline of the aircraft's CofG. Work out the numbers, Draw the diagram. When you flare, with rudder input, the aircraft will pivot about its centre of gravity to achieve runway alignment in the flare. In the process, you, sitting say, approx 7m in front of that CG will pivot with the aligning aeroplane and displace across to the centreline. Do the trigonometry with Vapp 131, 50kt crosswind and work out the drift and the physical displacement. It is not much. Do you really think you can displace 2.6m Left of centreline from even 1 mile out ? I don't. It does become noticeable closer to the runway. Physically, it's much more noticeable and applicable in a larger, longer aircraft..but only when you are close to touchdown. It is true that the concept is taught on HUD use, but the magnification is significant. (6 or 8 times) Joe, I DO think you have your heart in instruction and I admire your enthusiasm, your kind intent it to educate, but this particular edition needs a significant revisit. I do not support differential thrust on swept wing jet engined aircraft. I'd love to see the fresh version. Kind Regards.
Great presentation skills but unrealistic content. FCOM-LIM and certifications are for a reason (handling, structural clearance). Intentionally inducing asymmetrical thrust will increase the workload unacceptably for the crew, as crosswinds that strong will most likely never be laminar and jet’s thrust response isn’t instantaneous. In case of Go-around/balked landing, you jeopardize the handling (even the B/angle display) even more and the performance gradient. FBW control laws (with yaw damper) will not respond like a cessna in a smooth flight sim. And if you loose thrust on the “live” engine, well I hope the final report will be enough for the families. TL;DR Don’t do it folks, anticipate the weather and divert. #FlyNavigateCommunicate
How many hours does this person have?and how many on FBW?but he is right-B747 was certified with a landing with full crab-FBW aircraft can enter the flare-then you command a roll command to the bank angle (theta) to stop a slide downwind and neautralize the side stick-FBW will maintain the roll attitude
Cameron Miller -Of course you can do The Crosswind Slip touchdown on jets. Just not too much banking if on low engines airplanes. It is done thousands of times a day by good pilots. NOT YOU..
Well, i don't think the aircraft wants to go into the wind. On the contrary, the winds push it way, when the aircraft is airborne. On the other hand, on the ground, aircraft tries to go into the wind. I'm neither pilot nor a very knowledgeable person in flying. But just an avgeek who spends his majority of time flying in a sim. Sorry, but I've never felt any aircraft doing this.
For “not being very knowledgeable person in flying” you are exactly correct and seems to be more knowledgeable about crosswind landings then the person who claims to be a pilot in this video.
LOLZ. So, with a crosswind, the plane doesnt turn itself into the wind, it will drift in the direction OF the wind. This weathervaning idea makes no fucking sense. Simmers will believe it, pilots will laugh.
i hope this guy is joking... even his diagrams don't make sense. differential thrust and the nose is pointing straight at the runway and track is to the right away from the runway.
When you have a wind from the side, the nose tries to point to the wind, It called Weathervane Effect. Then you have to add opposite rudder to compensate, you can use the downwind thrust reverser to help you keep the airplane from weathervane. Use more reverse thrust on downwind engine than on upwind one. It works better than just stepping on the rudder only..
Man, are you even a real pilot? There's a lot of bs in this video, others have already pointed this out. If you are a real pilot, please consider taking more lessons and learning some more before you try to teach others. Otherwise you may hurt someone.
I'm felling like i'm watching premium things for free, you're amazing dude, such a underrated channel!
Thank you appreciate you!! We aim to help and provide value in both our paid content and free material here! 🙏
@@1stepprep Wow, there is even a paid version? Is that extra deluxe nonsense? Or are you actually explaining it right in the paid version and the free version is a joke?
@@AnthonyRudolfHenryHeithuis Are you even a pilot bro? The nose always veers into the wind...
@@joshilini2 are you? Based on your comment I doubt that.
The nose veers into the wind when moving in relation to the ground during take-off and landing. Not while airborne when moving in relation to the same airmass. The statement we will add differential thrust to let the nose veer extra into the wind during approach therefore makes zero sense.
An aircraft in flight does not experience a “crosswind” or “headwind” component. Only when taking-off before crabbing into the wind and from the moment we start de-crabbing for landing does the aircraft experience a crosswind component.
I have been an instructor for many years and a commercial pilot on turboprops and jets, made many crosswind landing. This method of performing a crosswind landing is a complete fairy tale and so is the explanation.
It is also impossible to perform a 50 kt crosswind landing without side-loads onto the landing gear. That would mean the aircraft needs to be fully de-crabbed which would require so much bank to counter drift that the wingtip and engine nacelle will hit the ground. Its a fairy tale.
Hello Anthony, my name is Alan Crane. I am a 787 captain. Some United skippers call me Captain Al Crane (sounds like Al Haynes).
I am tracking inbound JFK VOR at 5000' on heading 270. Wind is 180/15kts. Wind is coming from my left correct? In order to track direct to the VOR, my heading will be approx 265 degrees. My NOSE is pointed into the wind. My aircraft is CRABBED. If I continue to fly 270 with a left crosswind, I will be tracking 275 and will miss the JFK VOR.
Thanks for trying to troll but Joe and his team are amazing instructors.
Around 5:30, you talk about the aircraft always wants to “weathervane.” That is not accurate. If you’re wings level, no control inputs, the airplane will just keep whatever heading you have. The airplane has no idea there is a crosswind, all it’s doing is flying through the air. You are correct in saying it will weathervane on the ground. The weathervaning you may be experiencing in the sim comes from freezing the sim, setting up your student on a 5 mile final and after releasing the sim freeze, the sim weathervanes the plane briefly. The only weathervaning you would experience in the plane is if you were holding rudder pressure in for a slip and releasing the pressure to neutral. Then and only then it would appear to weathervane. But it has nothing to do with the crosswind (in the air). You could do this on a calm day, push rudder, hold opposite aileron, release, and it would appear to weathervane as the aircraft goes back to its previous state of equilibrium. Think of a kid walking with a fish bowl with a fish swimming in it. Regardless of which direction the kid is walking (wind), the fish (plane) can swim around in any direction perfectly unaffected by the kid’s direction or speed.
Wrong. The aircraft will crab right down final otherwise you'll never get lined up with the runway.
D You obviously understand the difference between heading and tracking. Please explain how the aircraft wants to “weathervane” into the wind, while it’s airborne. I have been flying for 30 years, CFII, MEI, sailplane pilot, UL’s, Aerobatics and tailwheel instructor, 4 type ratings, 2000 hours in A320 type, and I have never seen or experienced an airplane “weathervane” while in the air! The only way an airplane can weathervane is while its tires are making ground contact or if you experience some kind of wind-shear while airborne (ie. Wind 180@15 shears to 270@15). Thank you.
@@wingbolt Absolutely agree with you, man. We have "crosswinds" at cruise all the time and we fly wherever we want to. No weathervaning.
Yes, completely nonsense, should be taken offline before someone takes this video seriously. Unbelievable how a real world “pilot” does not understand the very basics of a crosswind landing.
The aircraft will weathervane...I think he just wanted to say that the plane will crab. And you are saying that the plane will never crab by itself not matter the wind. In this case, how would you crab into the wind during crosswind landings? Rudder into the wind?
I think it's great to look at crazy scenarios! In an emergency (let's say you have a fire) and the nearest airport has a 50 kt crosswind--guess where you're landing; when you do land no one will say "that's not allowed!". In a 182 I used to (with an instructor or safety pilot) practice taking ILS approaches down to CAT II minimums...I'd never actually do it but if you can do it a cat I is easy.
One word of advise, if you ever end up having to land in 50 kts x-wind. Don’t use this technique. It wouldn’t end well.
Thank you Joe for sharing these knowledge ....you are really maestro of flying.....👌👍👍
This is not professional for airbus, this technique is not an standard procedure.
This guy is probably an ex cfi, and probably had a 100 percent pass rate as a cfi.
I don’t believe he is even an actual pilot. This video is complete bs.
@@AnthonyRudolfHenryHeithuis Correct. So factually wrong its laughable.
Would be great if you actually shown this on desktop simulator!
My god, I hope nobody is actually stupid enough to take this nonsense into the cockpit. An aircraft weathervaning in the air when disconnecting the autopilot, really? Differential thrust into the wind during flight, crosswind becoming a quartering headwind in flight, WHAT??? Boeing 737 not certified for sideloads, not true, allowed to land without de-crabbing up to 40 kts crosswind, although not recommended on a dry runway. Differential reverse thrust during landing roll.... An advise here: disregard this nonsense, its complete misinformation. FOLLOW YOUR AIRCRAFT FCOM!!! Hope this dude is not actually an instructor...
On extreme crosswinds it is better to use the Crabbing Slip Method. That is a combination of the Crabbing Method and the Crosswind Slip or Wing Low Method. Low engine airliners like 737's 300 and up cant do more than around 10-12 degrees of banking on the Crosswind Slip Method, so if still you need crosswind correction 12 degree banking towards the crosswind then you have to crab the nose into the wind on the flare too. And that becomes The Crabbing Slip Method. I landed many times with DIRECT CROSSWINDS at half the speed of stall on many airplanes using that Crabbing Slip Method. That will be like landing a 737 on a 55 knot direct crosswind or more. Im was a CFI in a windy area
What's the difference between heading and track?
www.chrobotics.com/library/heading-course-and-crab-angle
Great question! Heading is the direction the aircraft is pointed. Track is the direction the aircraft is actually moving. Hope this helps!
Thanks
@@1stepprep I play/practice on infinite flight simulator on my phone I have around 40 hours in the A380-800 and I set myself up with a nice 65knt cross wind @90° at LAX with a 10nm final for 7L started at 10000ft I 🦀 ed all the way down to 7L and pointed directly at 90° full flaps and slats 5mph ground speed with wind speed at 175knts just floating kept it there for a solid 5 min before I had to land because of low fuel lol wish I could do it in a actual simulator but we don't have any in Oregon
Great, but pls explain the advantage of this your own invention of differential thrust, the airplane can by normal procedure turn its nose towards the wind as well ? What do you mean is the actual benefit?
The aircraft will naturally weather vane into the wind. By using differential thrust it provides a more comfortable approach since you are working with the aircraft to crab with near neutral ailerons.
@@1stepprep Sorry but I still can't see the advantage, once we find our crab angle the ailerons are neutral any way. And if there would have been any advantage in real flying outside your sim world, this practise would for shore have been adopted by the large aviation world of professional pilots.
@@pergillberg5043 You'd never know unless you try! The beauty is.. it is being used in real world, give it a shot and let us know what you think!
@@1stepprep For all practical advices there have to be some logic or scientific explanation. Since the airplane always fly within its own air package independent on the direction of the airport on final, your words about that this practise would give neutral ailerons is simply not true. So what is left is your statement is that "it will feel more comfortable" without any explanation why, sorry it makes no sense.
Crosswind on its own won't make anyone feel comfortable, compared to side slip techniques the ailerons will remain in a rather neutral position (you'll still need to do corrections) when approaching the runway. I myself can't see much of a difference to all those recommended crabbingdecrabbing procedures. Though what about winddrift, having the nose aligned with the runway bearing, no side slip wingtips imbalance, no crab-mis-heading/malalignment.
This is brilliant!!
Its really not, its wrong and misleading.
Careful guys....
Cross controlling is not good for FBW (a320).... Crab method is fine
12:22 I didn't think flight attendants were allowed in the flight deck for takeoff and landing?
Great catch lmao
I wonder if Joe and Jason Schappert were in the same room together....which one would think “Man that guy needs to switch to decaf” first?
Come on man, its full of discrepancies. Its already sad enough you think the aircraft weather vanes into the wind while in flight because the aircraft is experiencing a crosswind component and that this direct crosswind is then becoming a quartering headwind. A320 and B737 are not allowed to land with any side loads on the gear (not true by the way), how are you planning to land with 50 kts crosswind with no sideloads? Good luck fully decrabbing with 50 kts of wind and use bank to fully counter drift without planting the wingtip and nacelle into the ground.
Kool man! How about diff thrust with more upwind thrust.That ‘lol kinda cancel the weather caning and you will fly straight down the runway won’t it?😎
It may cancel the weather vaning but not the drifting off Centerline. Maybe we do a video demo live!?
@@1stepprep No don’t, you have already spread enough misinformation about crosswind landings…
Good brief on rudder and differential reverse usage. Did I miss holding aileron into the wind during and after touchdown. It makes a huge difference in stability of the rollout.
He said to cross the controls. That is the Crosswind Slip Method.
Differential reverse may workout on prop airplanes. Prop responds quite fast. However, you never know how much input will make asymmetrical reverse on A320 on icy or contaminated runway.
@@maugli2005 I've flown both types and you are right that props respond faster. Very effective on the Twin Otter and Electra L-188 with the huge props. The Twin Otter had full 50 # (100%) of torque in reverse while most turboprops limit it to 25 to 50% of available torque. My experience with the A320 was that with full reverse on one engine and idle reverse on the other was easily corrected with rudder until it was reduced to the desired level.
@@mountainmarauder2575 I would not play like that on icy runways.
@@maugli2005 That's when it would be most effective.
What’s the purpose of this video?? In big jets are you actually doing landings in such winds and apply such skills?
I need to find the book that teaches this kind of stuff. Where did you get all this stuff from?
Joe, have you ever tried this in the default 737 in XPlane-11?
No only in a motion sim
Bruh
Hey @ 1StepPrep Joe Munoz ,
Joe Munoz , I may be wrong, but if you are adding differential thrust, how are you maintaining centerline? (rudder?) or Autopilot? And once you start Cross controlling, do you still maintain differential thrust until landing?
Does this work in a kingair?
On all airplanes, except 4 engines. 4 engines need a combination of crabbing and little slip only to avoid hitting the outside engine on the ground. Not too much banking into the wind due low engines. That is why they land with more crabbing method than slip/Wing Low Method..
@@feetgoaroundfullflapsC in a King Air you can go wrong low. You don't have to worry about dragging stuff.
Differential thrust on fbw aircraft? Dude come on
FBW ile ne alakası var kardeşim olamaz mı? Adam A320 ve 737 instructor ondan daha iyi mi bileceksin
@@Aviator738 google amcaya beni bir sor dostum, işim gereği 2 kelam edecek yerdeyim
@@Aviator738 he bir de thrust ve throttle arasındaki farka bir bakarsan neden bunu dediğimi anlarsın
I seriously hope no airline pilot will take this seriously. This is vastly unprofessional.
Thanks for watching we appreciate your time :-)
@@1stepprep Thanks for seeing this as a complete joke and not taking any responsibility.
wow, awesome
Thank you Andrew!
Awesomely misleading and wrong information you mean.
What's new
You don't cross control in an airbus 320 fyi
Well according mister instructor here A320 and B737 are not allowed to land with side-loads on the main landing gear. Only way to achieve that is by using wing low technique, with 50 kts crosswind the wingtip will be well buried into the ground. This whole video is baloney, of course you don't fly cross controlled or only to a very small extend and land crabbed or kick the aircraft straight just before touchdown, in either case side-loads are not zero.
Cross control a 320 in normal law?
This happens daily. Not to the extent that you would do this in a 172. It's a very small input. But, it is certainly possible to do (on a small scale) to eliminate side loads on the gear at touchdown.
Oh, you mean a "decrab" on touchdown. Yes of course. Thought you meant cross control during the approach ("bank into the wind - opposite rudder" technique as opposed to crabbing).
We are not allowed to disconnect the ATHR though, although this could be a company thing...
@@1stepprep
I love your videos BTW!
@@spiroschazapis4108 yes sir!! De crab only, no cross controlling on approach!!! Thanks for your feedback, we appreciate it and you!
it’s not allowed to use rudder in FBW system during approach, before the flight controls enter into the ground mode. so it’s vital to wait for the transition, and not to start decrabbing at 50ft. in A320 and similar we can only start to decrab at flare. just a few cents, thanks for the video
You def can't do that on an Airbus A320 as according to the manufacturer yo ushould flying crabbed till before touchdown and de crab before touching.
So basically why should you use the differential thrust to fly "straight" during all the along the approach?
I don't see the purpose of that.
Differential thrust isn't to fly straight. This is a crabbed approach all the way with a decrab just prior to touchdown :)
@@1stepprep so i just don't understand this thing of use differential thrust, like you set differential thrust at 30ft before decrabbing?
Absolute nonsense. Have you flown a real Airbus?? This weird advice is contrary to Airbus FCTM, for very good reasons. There's no such thing as 'weather vaning', the aeroplane flies exactly the same with 0 XWC or 200 XWC
There are many things in here that are just glossed over. May I suggest that you pause and reflect on some of the comments and consider more research and a revised version of this tutorial. I don't think you've adequately explained your reasoning for applying downwind, additional differential thrust. I do not believe it is either Airbus or Boeing documented technique and as such I can't support it. Personal opinion, I don't think Joe should be teaching this technique in a public domain. I'm going to go through a number of points, not to belittle, but to help and encourage and dispel myth. 1. Differential Trust. 2. Partial Decrab on late finals. 3. Jet engine responsiveness - Spool up. 4. FlyByWire Airbus Normal law Roll behaviour. 5. Wing Sweep in crosswinds. 6. Displacement from Centreline. So here we go. 1. I have heard of differential thrust being used in 'at or over limit' crosswinds, on other aircraft, but that was using differential thrust on the UPWIND side during early partial de-crab, to assist the rudder with total yaw authority. Again, that was in very significant crosswind and was done by an A Cat Air Force Instructor. In 37 years flying I have only seen it used once and tucked it in the back pocket as a very advanced technique for special demanded conditions. You may argue that One Eng Inop is differential Thrust, yes, but that's then a known conditions and crosswind limits may apply. Furthermore, rudder authority becomes an issue and you choose which side to put the crosswind if you're assymetric. 2. I can say that in large US origin jets with triple autopilot auto land, in significant crosswind, they do initiate a partial de-crab during the late phase of approach, well before flare. They do not use differential thrust. The partial de-crab is one technique taught in large crosswinds and also gives an opportunity to explore yaw authority before touchdown. But again, that is for extremes. 3. On any approach, it is a descending manoeuvre and only a small mount of total thrust is required. In your example, if one engine is advanced, the other must be reduced. I am concerned with what you are teaching that, on a jet, the reduced thrust engine would have slower spool up response taking more time and slow response if thrust was needed, causing unwanted differential yaw and roll in any 'reactive' thrust application, because one is at higher N2 and spools faster. Very strong crosswinds usually generate significant mechanical gusts from upwind terrain, needing dynamic and active thrust movement. I am really not keen on your suggested technique of downwind engine differential thrust. 4. On A320, the aircraft is in normal law on approach until pitch mode changes in Flare Mode at 50' (A320) or 100' (A321). In Normal Law, inflight, Side stick input (all the way to touchdown) demands Roll RATE, not a proportional Aileron input. Again, you do not explain that aspect or the transition. 5. You may also wish to discuss the swept wing aspects of yawing in the flare, with significant crosswind. The advancing wing becomes more head on, The retreating downwind swept wing in effect creates an apparent greater sweep and significant roll is induced by differential lift. Airbus flight laws sorts a lot of that out. for conventional aeroplanes, HG Davies describes the effects well on jumbos in his book Handling the big jets. 6. Separately, and I'm sorry to harp on, but you talk about the technique of displacing your alignment on the upwind side of the centreline. Fair enough. However, that is because when you are crabbed into wind, allowing heading plus drift to track the aircraft along runway track. You the pilot, at the front of the aeroplane will be displaced ever so slightly upwind of the trackline of the aircraft's CofG. Work out the numbers, Draw the diagram. When you flare, with rudder input, the aircraft will pivot about its centre of gravity to achieve runway alignment in the flare. In the process, you, sitting say, approx 7m in front of that CG will pivot with the aligning aeroplane and displace across to the centreline. Do the trigonometry with Vapp 131, 50kt crosswind and work out the drift and the physical displacement. It is not much. Do you really think you can displace 2.6m Left of centreline from even 1 mile out ? I don't. It does become noticeable closer to the runway. Physically, it's much more noticeable and applicable in a larger, longer aircraft..but only when you are close to touchdown. It is true that the concept is taught on HUD use, but the magnification is significant. (6 or 8 times) Joe, I DO think you have your heart in instruction and I admire your enthusiasm, your kind intent it to educate, but this particular edition needs a significant revisit. I do not support differential thrust on swept wing jet engined aircraft. I'd love to see the fresh version. Kind Regards.
Good, seems I’m not the only one finding this video full of baloney.
Using adverse yaw to your advantage is brilliant :D
(the left aileron will make the plane yaw to the right)
After you disconnect everything, you are going to recived a call from the training department
hahahaha they dont like you guys to disconnect autothrust right ?
@@rayanaltowayan9558 in this time is mandatory to use all the autopilot functions
@@leongonzalez2104 when do you engage and disengage the autopilot ? It's good to keep your skills sharp
ı will use it in SIM and will come to feed back in 2 months
Don't, its baloney.
Great presentation skills but unrealistic content.
FCOM-LIM and certifications are for a reason (handling, structural clearance). Intentionally inducing asymmetrical thrust will increase the workload unacceptably for the crew, as crosswinds that strong will most likely never be laminar and jet’s thrust response isn’t instantaneous. In case of Go-around/balked landing, you jeopardize the handling (even the B/angle display) even more and the performance gradient. FBW control laws (with yaw damper) will not respond like a cessna in a smooth flight sim. And if you loose thrust on the “live” engine, well I hope the final report will be enough for the families.
TL;DR
Don’t do it folks, anticipate the weather and divert. #FlyNavigateCommunicate
Is that the only thing you found wrong with this content?
How many hours does this person have?and how many on FBW?but he is right-B747 was certified with a landing with full crab-FBW aircraft can enter the flare-then you command a roll command to the bank angle (theta) to stop a slide downwind and neautralize the side stick-FBW will maintain the roll attitude
Slipping a swept wing is a BAD idea and it matters not if you slip it with rudder or differential thrust. This training could likely kill people.
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747 757 767 would beg to differ. Go research before making nonsensical comments.
@@1stepprep Great content!
@@tristantriton8115 Thanks we appreciate you!!
Cameron Miller -Of course you can do The Crosswind Slip touchdown on jets. Just not too much banking if on low engines airplanes. It is done thousands of times a day by good pilots. NOT YOU..
Well, i don't think the aircraft wants to go into the wind. On the contrary, the winds push it way, when the aircraft is airborne.
On the other hand, on the ground, aircraft tries to go into the wind.
I'm neither pilot nor a very knowledgeable person in flying. But just an avgeek who spends his majority of time flying in a sim. Sorry, but I've never felt any aircraft doing this.
He mean nose of ac ,ofz is pushing
For “not being very knowledgeable person in flying” you are exactly correct and seems to be more knowledgeable about crosswind landings then the person who claims to be a pilot in this video.
LOLZ. So, with a crosswind, the plane doesnt turn itself into the wind, it will drift in the direction OF the wind. This weathervaning idea makes no fucking sense. Simmers will believe it, pilots will laugh.
i hope this guy is joking... even his diagrams don't make sense. differential thrust and the nose is pointing straight at the runway and track is to the right away from the runway.
When you have a wind from the side, the nose tries to point to the wind, It called Weathervane Effect. Then you have to add opposite rudder to compensate, you can use the downwind thrust reverser to help you keep the airplane from weathervane. Use more reverse thrust on downwind engine than on upwind one. It works better than just stepping on the rudder only..
@@feetgoaroundfullflapsC No it doesn’t the aircraft does not experience “crosswind” while airborne and therefore does not weathervane.
I prefer my aircrew NOT to talk and act like a used car salesman.......
Better Call Saul !
Man, are you even a real pilot? There's a lot of bs in this video, others have already pointed this out. If you are a real pilot, please consider taking more lessons and learning some more before you try to teach others. Otherwise you may hurt someone.
Utter and complete bs.
Thanks for watching and commenting, appreciate you!
@@1stepprep Would appreciate you taking this nonsense offline before someone is actually gonna take your “advise” into the cockpit for real.
I wanted to watch this all the way through but this guy’s presentation is just too annoying!
Don’t, its misinformation anyway.
TOO MUCH SONG & DANCE MY MAN..KISS! KEEP IT SIMPLE STPD!
NOSE INTO WIND,THEN LAST MIN,STRAINGHTEN UP WITH RUDDER!
SIMPLE MAN!!!!