It is mainly the crosswind component that determines the feasability of a landing. That day the wind seemed straight down the runway. Typical is also how the last 10m above the ground the air becomes smooth.
Landing gliders in very strong winds can feel like this. I’d only be worried about wind shear and sudden changes in wind speed. Looked like he did it nicely.
Ok he landed safely, I’ll give him that! Imo he created his own problems! You don’t need to use flaps on every landing in a small ga airplane. What we witnessed there was almost a stall over the runway. He would have less problems with no flaps and a lil bit more speed. He had enough runway why not use it? Also don’t try to save a bad landing, go-around. I think it had less to do with great piloting and just lucky.
The comments section would be a lot more enlightening if those commenting included their flight experience. Pro Tip: If you’re offering criticism, while quoting your flight instructor still, how about STFU until the ink in your logbook dries out a little bit?
Just a couple of observations from a now semi ancient pilot with 18527hrs on various versions of the 747. The aircraft is clearly very light given the short take off roll but probably full of fuel looking at the wings. Lots of crosswind from the left. Directional control on initial part of take off roll is using the nose wheel with the tiller beside the pilot. Quite normal and necessary until the rudder starts to take effect as the air speed builds. Uses full rudder deflection to counter the weather vane effect of the crosswind especially on the fin. Normal procedure to rotate to target pitch attitude slightly faster for a positive lift off in a strong crosswind. Interestingly the pilot flying does not allow the nose to weathervane into the wind on liftoff to maintain the centre line but then does correct the drift as he starts to clean up the aircraft after lift off. Strictly speaking a bit sloppy. Great camera work. What airport is this.
The aircraft could not depart if it was “tail heavy” (which according pilot inputs was actually trimmed to the correct CG) It may however be heavier than expected with Vr possibly being set too low requiring a bit more pitch up than normal and the tail getting close to the ground. Any weight discrepancies were obviously well within safe limits as it departed with plenty of runway left and good rate of climb.
It’s nothing to do with inertial guidance or computers - the autopilot is not engaged during the takeoff roll. These are manual flight control inputs by the pilot flying.
That's no computer, that's the pilot. You don't want to put in more than about 2 units of correction, otherwise your performance suffers. I spent 6 years flying the 744 and 748.
@@bobboberson2024 There are feel computers to provide hydraulic pressure, they won’t stop at dangerous AoA etc. like an Airbus does especially not doing there own thing during takeoff-roll to stabilize. All seen in this video are manual inputs from the PF.
I do believe this is the first video that I've ever seen where you can clearly see the nose-wheel working. On top of that, it's free of irrelevant music and dumbass Ai voices. Good job.
I wish my kite had a minimal stall speed like this .. Wow, kudos I say .. that was almost a negative positional advantage.. adrenaline maxout .. Congrats !
