Originally Posted by aeroengineer
(Post 3042171)
So given the lighter loads frequently flying lately, I know climb performance has improved. How has that affected crosswind landing handling?
That can even mean the speed drops off faster, resulting in a harder landing. A heavier plane might hold it's speed and therefore lift a little better due to inertia. Seems the bottom can drop out quicker when you're light. |
Originally Posted by rickair7777
(Post 3042387)
Less inertia, so potentially less stable in the flare.
That can even mean the speed drops off faster, resulting in a harder landing. A heavier plane might hold it's speed and therefore lift a little better due to inertia. Seems the bottom can drop out quicker when you're light. Not much of an issue at the moment because contrary to the pax guys, most of our loads are at record highs and it seems like I'm at or within a few thousand pounds of max landing weight every flight. |
Originally Posted by firefighterplt
(Post 3035228)
I don’t have any experience in transport aircraft, but I would assume that NWS doesn’t engage until nose gear WOW—and I’d imagine there is some blending logic to keep the jet from instantaneously snapping in the commanded NWS angle on touchdown?
Or am I giving the engineers too much credit? :) |
Originally Posted by aeroengineer
(Post 3042171)
So given the lighter loads frequently flying lately, I know climb performance has improved. How has that affected crosswind landing handling?
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Originally Posted by pangolin
(Post 3042798)
Its a slight impact being lighter. Not really a conscious consideration though.
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Originally Posted by Adlerdriver
(Post 3042815)
Very aircraft dependent, IMO. In a widebody freighter that may see landing weight swings of 100K-200K+ lbs. from one flight to the next, it is very much a consideration.
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Heavier is easier to land well. When I flew B737's way back when a heavy 737-400 was almost a guaranteed grease job, while a light 737-300 just about had to be shot down.
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Great tips, but surely this information should be in the respective FCTM and is largely type specific? It's been a while since I last changed type, but take-off and landing geometry are published in the Boeing FCTM, for tail and pod strikes.
Also as previously mentioned, for the 777: The airplane can land using crab only (zero sideslip) up to the landing crosswind guideline speeds. Sideslip only (zero crab) landings are not recommended with crosswind components in excess of 28 knots. |
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