>Regarding yaw dampers, they are never switched off. Having said this, Mark, the YD's are automatically switched off on touchdown and switched on after lift off... plus 5 seconds for "fade in". The pilot is not made aware of this however.>On the 767, the yaw damper won't fight you if you manually add rudder input. I thought the debate on this was still going? Personally, I can see no reason why it wouldn't fight the pilots input (up to it's maximum authority of 6 degrees).Cheers.Ian R>

When I was learning in the light a/c if the xwind was from the right, at flare height it was left rudder right aileron to fly the plane straight down the rwy. I don't imagine it any different in the biggies except that you make sure you don't roll the plane into a wing touchdown. :-)Bernie

I don't know if this will help or not, but when we drove the 777 sim in Denver this year, that airplane has a two phase crosswind procedure. You crab the plane into the wind until you are about 200 to 300 AGL, then you transition into a wing low profile until you have touchdown. I don't remember what the instructor said, but there is something about the 777 and the rapid rudder kick method used in other planes that results in it "basically falling like a rock." We tried it a few times. Fun but tricky. The transition is something you need to work on.

"You'll never ever use rudder to get aligned. You can do it on a Cessna but not on a commercial aircraft."Actually if you just use rudder in a Cessna you're liable to snap the gear off. In a crosswind landing in a Cessna you dip the wing in to the wing with Aileron, then use the rudder to centre the aircraft down the runway. To correct furthur drift you use more or less Aileron and use the rudder to remain centered. So on a Cessna you use both the Aileron and Rudder in a coordinated (well actually it feels quite uncoordinated) fashion.

"Actually if you just use rudder in a Cessna you're liable to snap the gear off."That's a little dramatic, wouldn't you agree? As long as you are below max maneuver airspeed, you can deflect the rudder to its maximum without risking any damage to the aircraft (as long as you only deflect one control to its maximum, you're not overweight, you don't oscillate the control and the wind doesn't change suddenly (sudden airspeed rise)).The max maneuver airspeed on a 767 is different - if you deflect any flight control to its maximum value, you definetely risk physical damage, especially if you are close to your max certified weight.Regards,Mark

I mean with that method if you screw it up you are more likely to place a lot of side load on the gear, which could cause it to be damaged. If you know exactly what you are doing then it's ok, but for most it's far better to land dipping a wing and running straight down the runway. The gear can take quite a beating though, as I've discovered through my not so perfect crosswind landings LOL. As for deflecting full rudder in the air of course it won't damage the aircraft, but it will result in quite the skid and possibly a spin. The rudder in a 172 is actually quite sensitive and requires very little pressure (except getting out of a spin or when you are slipping). Even resting your foot too hard can push the ball from centre. The rudder is insanely subdued on GA aircraft in FS I find.