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Crosswind Landings 2010-03-18
References: AC 61-21, Airplane Handbook and Flight Manual Recommended speeds or 1.3 Vso + 10 and - 5 knots plus gust factor, within 400 feet past selected touchdown point The oral explanation may take place of actual execution. To demonstrate ability to fly a ground track airport pattern which compensates for wind. Able to correct and hold final approach path, within 5 knots of approach speed, in a slip. To allow no drift during flare, and to fully apply ailerons on the ground. Touch down to be within 400' of a given point. Maintains directional control and yoke position throughout approach, landing, and taxiing. Be able to explain how the pattern, turns, configuration, and coordination of controls differ from a normal landing. The basic element of crosswind landing skill is the automatic application of "Dutch roll" on final. Without this training as a base little can be achieved. The next most important element is being able to fly the airport pattern as a ground reference maneuver to make possible a safe entry into final approach. You should, as you copy an ATIS, diagram the wind direction and velocity as a vector toward the landing runway. Basic knowledge of winds also tells us that wind velocities normally decrease with altitude. There is a wind a 1000' that differs from that at 500' that differs from that at 50' that differs from that at 5'. In the airport pattern on downwind it is vital that you do not allow the wind to drift you inside the normal pattern. Such a situation will necessitate tighter than normal turns to final. This is the situation that leads to the so called deadly downwind turn. If this occurs, don't attempt to salvage the situation, go around. A cross wind velocity of up to 15 knots can be handled with 20 degrees of flap. Beyond 15 knots don't use any flaps. In the C-150 once the nosewheel leaves the ground the engineering geometry allows the wheel and faring to align with the wind. Regardless of the rudder position the wheel is centered into the relative wind. This means that during any landing, while it is better not to let the nose wheel touch before the mains, no critical loss of control is likely to occur because of the nose wheel. (Not so with Pipers) In a crosswind it is better to have a slightly longer than normal final approach. A 90n degree crosswind give you an effective zero head wind. With limited or no flaps your angle of descent will be less than normal. It becomes desirable to maintain power at 1500 since the prop blast adds to the effectiveness of the rudder. If, after holding full rudder, you are unable to keep the line of rivets on the nose parallel to the runway center line you must increase the rudder effect available by increasing airspeed and possibly power. If the nose rivets cannot be kept parallel to the runway center line then the crosswind exceeds the landing capability of the pilot and plane. This happens. Go somewhere else or even request landing on a cross taxiway. Common faults during crosswind landings are several. The common fault of coming in too close on downwind at a small airport is accentuated in a crosswind situation. Turn downwind and hold that leg twice as far away as you think you should and you will probably be right. Extend your downwind leg and don't get blown in. Set up your final approach slip as far out as possible and hold it all the way to the ground. Leave your power in until just before touch down as an aid for dealing with gusts. Don't hurry just because you are close to the ground. Slowly reduce the power to settle the plane and hold the yoke well over. The closer the wingtip comes to the ground the less likely you are to be flipped by the wind. Keep the plane rolling straight with rudder. 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