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Old 02-15-2018, 06:42 AM   #5  
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Joined APC: Jul 2016
Posts: 78
Default Great input !

Originally Posted by galaxy flyer View Post
Starting on final, be stabilized without adding knots for everybody you know. The importance of speed control comes soon.

Get a feel for the amount of crab angle is required and hence how much you need to decrab. Move your “aimpoint” upwind of the centerline, probably 25’; you want your butt on the upwind side. Remember your mains trail you downwind, so if your butt is on the centerline the mains and, more importantly, the pivot point is downwind and OFF the centerline. The last place you want to start the flare/decrab is on the downwind half of the runway.

As you go thru 20’ (visually, not staring at the RadAlt), maintain centerline, start the flare and “squeeze”out the crab angle. “Kick” implies a rapid, strong input; you are aligning the flight path to the runway. Here’s where speed control is important! If you decrab early, take too big a kick, or play around flaring and getting rid excess speed, drift will rapidly build. Putting the crab BACK in is functionally impossible this close to the surface--go around. It’s probably better to land with some crab on than to touch drifting downwind toward the edges.

Watch the PFD, while the captain is landing. 5* is a lot of bank, strive for wings level at the touchdown and you’ll probably not scrap a wingtip. Usually, you will have some wing down.

Couple of cautions: if you touchdown hard, with bank, the plane we’ll rotate laterally as the grounded gear is the fulcrum and the high side comes to Earth. This can lead to the upwind wing scrapping. As the pilot moves in his seat, it is possible to add some aileron on the wrong side. I’ve seen this in investigations of a CL 300 scrap; crew got the upwind flap canoe. An AF Global reportedly got both wingtips this way.

Excess speed equals float which exactly what you don’t need. That means close watch on final to IAS and keep it under control.

Do NOT get slow or let the pitch (body) angke get too high. High pitch angles out the tips closer to the runway meaning less ckearance. Fly it on at Vref to no less than Vref-5.

Don’t stop flying the plane until taxi speed, the crosswind will try to raise the upwind wing, you’ll need a fair amount of upwind aileron as you slow.

This all comes from 3,500 hours in the Global and Challenger and 5,000 touch and goes instructing in the C-5. Nary a scrap.

I’ve used this video in briefings:

Thank you, gentlemen ! Great info ! I will share with the other nuggets.
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