Must have been lots of fun in the back of the airplane. I believe the pilot sorta forgot that rudder command changes quite a bit from approach to touchdown. On wheels down full rudder deflection happens. Gotta love and respect that Airbus flight control computer... or not.

100% crappy pilot technique. Nothing to do with "flight control" computers. Of course Emirates has had a hull loss recently due to poor piloting.

https://www.reuters.com/articl...report-idUSKBN1AM09S

Uhh, Yaw........

quote:

Originally posted by INTJ:
Uhh, Yaw........

More like Yaw-hoo!
Hope the folks in the tail section had a change of underwear.

The rudder is flapping like a salmon's tail swimming upstream.

There is a lot of flexing, or it may be a camera artifact.

M

My brother flys A320's for American Airlines and he said this.

"..The A380 rudder is in flyby wire mode above 80 feet if you stomp o the rudder above that not much happens but god help you if you hold your foot into it at 80 feet you will get instantaneous full deflection. The 320 does the same thing at 50 ft..."

This can be seen in the video, the bottom section of the rudder is moving as the plane descends, then close to the ground the whole rudder moves. And the dancing starts then!

M

Another Airbus (A320) at Hamburg during a cross wind landing experienced something very similar with flight mode/ground mode in pitch axis. According to the investigators:

quote:

The flight control laws of the Airbus Fly By Wire (FBW) change from flight mode via flare mode to ground mode in the pitch axis and change directly from flight mode to ground mode in the roll control. In ground mode the side stick deflection lead to a direct proportional deflection of ailerons and roll spoilers without computer interaction.

However, above 80 knots the effectiveness of roll control, ailerons and roll spoilers, is reduced by the half (e.g. aileron deflection limited to 50% of maximum deflection).

When the left hand main gear contacted the ground, the radar altimeter indicating less than 50 feet AGL, both landing gear control interface units detecting weight on the left hand wheel, the airplane changed from flight to ground mode, confirmed by Airbus, the effectiveness of the roll control reduced by 50 percent at that point.

You can see the flight computer change from flight mode to ground mode when the rudder begins making full deflections. Someone needs some more pilot training... and a clean pair of pants.

Yeeeha

Hope those folks in back had finished their Pepsis.

quote:

Originally posted by Mark Clark:
My brother flys A320's for American Airlines and he said this.

"..The A380 rudder is in flyby wire mode above 80 feet if you stomp o the rudder above that not much happens but god help you if you hold your foot into it at 80 feet you will get instantaneous full deflection. The 320 does the same thing at 50 ft..."

This can be seen in the video, the bottom section of the rudder is moving as the plane descends, then close to the ground the whole rudder moves. And the dancing starts then!

M

I was an A-320 captain for several years. The rudder on an A-320 is the only mechanical flight control on the airplane.
http://www.smartcockpit.com/do...-Flight_Controls.pdf

quote:

The A320 has a mechanical link from the rudder pedals to the hydraulic rudder actuators. Computer-generated rudder commands for yaw damping and turn coordination are added to the mechanical signal from the rudder pedals, but in the event of a two-sided computer failure the rudder can still be controlled.

In ground mode, doesn't the A380 flight control computer add rudder deflection so that little inputs become big inputs in Ground Mode (Direct Law)?

I believe the bottom line here is - Fly Boeing.

The flight controls transition from flight mode to blended mode on landing at about 100 feet. There is not a huge increase in rudder input at 50'.

Airbus aircraft can be a slippery, sloppy pig to fly in a gusty crosswind. But they are controllable. If you watch that video again you can clearly see the pilot take out his crosswind control inputs at the moment of touchdown causing the airplane to weathervane into the wind. He then has to kick in a boot full of oposite rudder to try and maintain directional control. Of course he over compensates and started swerving down the runway. No matter how you slice it, that was poor pilot technique and had very little to do with the Airbus flight control system.

I currently fly the 777 and I see guys make shity crosswind landing in that bird all the time too. You've got to transition from your crab to your slip very slowly and at a higher altitude than in a other aircraft and you've got to keep your aileron inputs hard into the wind until you are down to below 80 kts on roll out.

If you kick it and stick it at low altitude like this guy did you'll induce a high sink rate and slam the landing on just like he did. And then you've got to keep the controls into the wind or the upwind wing will start flying and cause a yawning moment into the wind.

The most correct and smooth technique in a high cross wind with a heavy wide body aircraft is to slowly take the crab out starting at 300' or 400' agl. This gives you plenty of time to add power and compensate for the increased drag of transitioning the aircraft from a crab to a slip. You want to touchdown slightly wing low with the upwind wing, and then slowly increase your roll input into the wind and the aircraft slows down.

So pretty much everything I learned in crosswind landings in a fifteen meter class sailplane...

So what, if anything, happens administratively as well as from a maintenance standpoint? Will the pilot go through some admin process? Will the air frame undergo an inspection?

quote:

Originally posted by TWL:
So what, if anything, happens administratively as well as from a maintenance standpoint? Will the pilot go through some admin process? Will the air frame undergo an inspection?

It depends on the G loading that was recorded on landing. It doesn't appear to have over stressed anything.

Whoever was flying that airplane needs to go back to the school house. I don't know what Emirates policy is.

quote:

Originally posted by Opus1:
So pretty much everything I learned in crosswind landings in a fifteen meter class sailplane...

Pretty much the same.

As my soaring instructor said, the difference between powered and non-powered landing is they have the benefit of a go-around, you're committed... don't fu*k up.

That sorta stuck with me during all my landings... power be damned.

I woulda filled my drawers! Holey shit!



.

I would think that would be hard on the tires.
I would not be surprised to see them peel right off the rim. A plane that big and heavy going sideways down the runway....

quote:

Originally posted by surestrike:


The most correct and smooth technique in a high cross wind with a heavy wide body aircraft is to slowly take the crab out starting at 300' or 400' agl. This gives you plenty of time to add power and compensate for the increased drag of transitioning the aircraft from a crab to a slip. You want to touchdown slightly wing low with the upwind wing, and then slowly increase your roll input into the wind and the aircraft slows down.

Pretty much what I do as well. Even in gusty conditions, the plane will smooth out much of it. This guy was fighting the wind and the plane. Hold centerline, take out 1/2 the crab passing 300-500, and smoothly bring the nose to centerline as you keep the upwind wing down on touchdown.

quote:

Originally posted by A7Dave:

quote:

Originally posted by surestrike:


The most correct and smooth technique in a high cross wind with a heavy wide body aircraft is to slowly take the crab out starting at 300' or 400' agl. This gives you plenty of time to add power and compensate for the increased drag of transitioning the aircraft from a crab to a slip. You want to touchdown slightly wing low with the upwind wing, and then slowly increase your roll input into the wind and the aircraft slows down.

Pretty much what I do as well. Even in gusty conditions, the plane will smooth out much of it. This guy was fighting the wind and the plane. Hold centerline, take out 1/2 the crab passing 300-500, and smoothly bring the nose to centerline as you keep the upwind wing down on touchdown.

That’s how I did it in the Herk as well......and hi could easily damage the gear in a Herk if you are grabbing or drifting.

quote:

Originally posted by A7Dave:

quote:

Originally posted by surestrike:


The most correct and smooth technique in a high cross wind with a heavy wide body aircraft is to slowly take the crab out starting at 300' or 400' agl. This gives you plenty of time to add power and compensate for the increased drag of transitioning the aircraft from a crab to a slip. You want to touchdown slightly wing low with the upwind wing, and then slowly increase your roll input into the wind and the aircraft slows down.

Pretty much what I do as well. Even in gusty conditions, the plane will smooth out much of it. This guy was fighting the wind and the plane. Hold centerline, take out 1/2 the crab passing 300-500, and smoothly bring the nose to centerline as you keep the upwind wing down on touchdown.

That’s how I did it in the Herk as well......and you could easily damage the gear in a Herk if you are grabbing or drifting.