Originally Posted by
shdw
Comparing assem thrust for landing to what Bud did is a bit of a stretch. Your talking a gentlemen doing rolls in large bombers to someone giving a difference of thrust to reduce cross wind in a landing. A procedure that is certainly not unsafe in any way shape or form, just because it isn't practiced much anymore doesn't mean it unsafe.
Heck, like I mentioned earlier, many folks in here arguing against this have said in other threads that they would do a single engine go around. I am not claiming a single engine go around is a poor decision, but it certainly introduces far greater yawing tendencies then a 5-10 percent thrust difference.
Effective use of assem thrust can easily drop 10-15 knots out of any crosswind, it isn't used anymore because it isn't necessary in most cases, not because it is unsafe. I would love for some old multi tail dragger pilots to speak up a little more in here as that is the origin of assem thrust by my understanding. Landing crabbed isn't an option in that type of aircraft.
I have used it for a 20sG30s approach in a Seminole and it worked wonderfully, used between 200-400 RPM difference. It is no more unsafe than a simulated single engine approach, don't like the results, even throttles and off you go.
Shdw, not picking on you, but I guess I have to spell it out. If you need differential power in order to stay on the runway or to reduce the effective crosswind component, then it is probably a runway that you shoudn't be landing on.
There are those that are arguing it is an effective tool to to land in high crosswinds on slippery surfaces ... and there are others suggesting it is a good technique to provide simulated additional rudder authority in order to reduce the crab angle (you). Apples and oranges. The same technique being applied to achieve completely different outcomes. One person using it to increase crab to stay on a runway, the other using it to align the nose with the runway.
In my previous threads, I stated why either scenario isn't a preferred.
But if you guys feel comfortable enough to continue applying this technique, by all means go ahead. Just be ready to explain why you landed on a runway that exceeded the flight control authority maximum crosswind limits.