Hi guys.When I set the autopilot to performe an "autoland" procedure and there is a crosswind, I should use the rudder trim? If yes, when?And when I'm doing a manual approach and there is a crosswind; should I use rudder trim or rudder? When?Hope you can help me.Thanks,

No, you shouldn't use rudder trim in those situations.The only times you can/should use it is:- to counteract "bent" airframes, ie when the aircraft isn't flying straight and it should be- when flying single engine, you gotta add rudder trim to stop the side slipping. You don't have to, but then you'll have a very heavy foot :-)Regards,Mark

OK, so I should land with the nose not directly poinetd to the runway heading, and when I touch down I have to correct my position using the rudder? What about take-off? I always use rudder to takeoff when I have crosswinds.Thanks,

This ain't no cessna ;-)[h4]Best Wishes,Randy J. Smithhttp://www.precisionmanuals.com/images/forum/betaimg.jpgAMD 64 3200+ | ASUS KV8 DELUXE | GFORCE 5700 ULTRA @535/1000 | WD SATA 80 GIG | 512 DDR 400 |

I know this is not a cessna. I saw some videos of people landing with crosswind and they use the rudder to correct their position just some meters above ground. All I want to know is the technique to land in crosswind conditions. :)

>I know this is not a cessna. I saw some videos of people>landing with crosswind and they use the rudder to correct>their position just some meters above ground. All I want to>know is the technique to land in crosswind conditions. :)If you're autolanding, don't touch a thing until you have touched down.If you're kicking off the autopilot, then you land it like any other airplane...You point your nose into the wind a bit so that your ground track is aligned with the runway centerline. Once over the runway threshold, you can use the rudder to align the body of the aircraft with the centerline, and then lower the upwind wing a little to counteract for lateral drift.When Randy said "it ain't a cessna", he probably meant that transport airlines are not flown with a slip from 500 feet, the way you CAN fly a cessna. The technique I've described earlier keeps the airplane in coordinated flight until the last minute, and is easier on the cattle (passengers).

Boeing suggest that rudder trim be applied to ensure the control yoke remains level. On the NG series a/c the rudder trim requires much more attention than on the EFIS ones. So hold wings level and if you need to hold the yoke left or right then apply rudder trim in the direction you are holding the yoke. This is a real world technique and I have not applied it in the sim as yet.Brad Marsh

If you have a strong crosswind you can do as Tim says, it's called crabing. You may want to apply a little aileron to heep the upwind wing level.>>>You point your nose into the wind a bit so that your ground track is aligned with the runway centerline. <<

I read once that when close to runway landing with a crosswind component it is mandatory to use ONLY rudder inputs to get alligned with the runway centerline, of course I'm speaking of landing without the autopilot's aid.David

Three methods of performing crosswind landings are recommended for the 737NG. They are the touchdown in a crab, the de-crab technique (with removal of crab in flare), and the sideslip technique___________________________________________________________________De-Crab During FlareThe objective of this technique is to maintain wings level throughout the approach, flare, and touchdown. On final approach, a crab angle is established with wings level to maintain the desired track. Just prior to touchdown while flaring the airplane, downwind rudder is applied to eliminate the crab and align the airplane with the runway centerline. As rudder is applied, the upwind wing sweeps forward developing roll. Hold wings level with simultaneous application of aileron control into the wind. The touchdown is made with cross controls and both gear touching down simultaneously. Throughout the touchdown phase upwind aileron application is utilized to keep the wings level.____________________________________________________________________Touchdown In CrabThe airplane can land using crab only (zero side slip) up to the landing crosswind guideline speeds. On dry runways, upon touchdown the airplane tracks toward the upwind edge of the runway while de-crabbing to align with the runway. Immediate upwind aileron is needed to ensure the wings remain level while rudder is needed to track the runway centerline. The greater the amount of crab at touchdown, the larger the lateral deviation from the point of touchdown. For this reason, touchdown in a crab only condition is not recommended when landing on a dry runway in strong crosswinds. On very slippery runways, landing the airplane using crab only reduces drift toward the downwind side at touchdown, permits rapid operation of spoilers and autobrakes because all main gears touchdown simultaneously, and may reduce pilot workload since the aircraft does not have to be de-crabbed before touchdown. However, proper rudder and upwind aileron must be applied after touchdown to ensure directional control is maintained.____________________________________________________________________Sideslip (Wing Low)The sideslip crosswind technique aligns the aircraft with the extended runway centerline so that main gear touchdown occurs on the runway centerline. The initial phase of the approach to landing is flown using the crab method to correct for drift. Prior to the flare the airplane centerline is aligned on or parallel to the runway centerline. Downwind rudder is used to align the longitudinal axis to the desired track as aileron is used to lower the wing into the wind to prevent drift. A steady sideslip is established with opposite rudder and low wing into the wind to hold the desired course. Touchdown is accomplished with the upwind wheels touching just before the downwind wheels. Overcontrolling the roll axis must be avoided because overbanking could cause the engine nacelle or outboard wing flap to contact the runway. Properly coordinated, this maneuver results in nearly fixed rudder and aileron control positions during the final phase of the approach, touchdown, and beginning of the landing roll. However, since turbulence is often associated with crosswinds, it is often difficult to maintain the cross control coordination through the final phase of the approach to touchdown. If the crew elects to fly the sideslip to touchdown, it may be necessary to add a crab during strong crosswinds. Main gear touchdown is made with the upwind wing low and crab angle applied. As the upwind gear touches first, a slight increase in downwind rudder is applied to align the airplane with the runway centerline. At touchdown, increased application of upwind aileron should be applied to maintain wings level.