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I had this happen to me in the same type of aircraft. After several go-arounds, I was running out of fuel and HAD to land. I ended up spinning on one wheel and facing the opposite direction on the runway. I jumped out, grabbed the tail of the plane (looking up i saw a twin piper coming in on final on the same runway) , turned it around, jumped back in and taxied to the gate. I never flew again.
them pilots In the war must have been some guys.
if you cant fly it, dont.
Thanks for the video! Nice camera views.
Poor knowledge of wind and bank angles. If the winds are from the NW/WNW then you really gotta bank in on base. Its hard to see out a 172 on base but you never even leaned forward to look around. And wtf is a 'maximum 3 degree bank'??? Look at your POH for bank and stall speeds.
I wish i could see your footwork
Which airport is this? BTW I thought the landings were good. One thing I was surprised about is even with such an aileron twist seen in pre touch down inside visual the wheel touch down was not far apart which means you sorted that twist our pretty smoothly I guess.
Hey... you learned, and you walked away, no damage , did not bother anyone... so, that is a good day. I did notice prior to the runway there is a cleared off area to the right of the runway. I wonder if that make a pysch diff on approaching for anyone?
Great video. Great job!
Guess I'm just echoing many others here. Anyway, I think your technique on landing was pretty good, with left wheel touching down first etc;... the takeoff should look just like the landing in reverse. Downwind wheel should come off first. I didn't really see that here. So yea....more aileron on the takeoff would be an improvement. One more thing....with that much cross wind it is so so easy to get blown across centerline on the base leg which can become dangerous too. So you overshoot on base, and now you are trying to get your airspeed slower but now with a big tail wind, and now there is a big temptation to over bank with that big tailwind to get yourself back on centerline. So much better to error on the side of making your turn to final early rather than late. When you notice it's early, you simply shallow your back angle and let the wind blow you onto centerline.
Try 17 gusting 27 in a tailwheel 170. It's interesting....lol You'll be a good at crosswinds after that!
my cross country solo I got stuck landing at two airports with winds 23 gusting 28. Almost died 3 times. Didn’t fly for two weeks after that.
So its pretty much like flying a ultra light on any normal day?
Nicely done. I subscribed ti Aaron and Emily's channel so it took me a bit to come back and finish this video :o)
The Cessna 172 Pilot will the cross wind issue, you asked what did you do wrong, after you had the wheels on the ground you should've hit the brakes and slowed way down. Because when wheels are on the ground the wind is not going to kick you back up in the sky. Now unless you don't have brakes that's another story then. One thing about the Cessna single engine Aircraft they are underpowered badly, plus there building them with technology from the 1920s to 1950s in the 1950s you will see megneddle on gas farm tractors. in some of them Cessnas they the back windows looking like a car from the 1940s. The megneddle ignition system for having spark for the engine it is technology from 1920s to 1950s. One of best spark systems has ever been made is HEI ignition. it's hot and reliable than ever, you find it mainly on your cars in the seventies it was pretty much maintenance-free at least for 10 years. The main point Cessna is out of touch and out of style with inprovements plus Cessna doesn't be even put cameras on Airplanes to help and aid a pilot more so for many safety reasons. Like we all know when you can see you don't mistakes nearly as easy.
Gotta love (2:13) when you are fighting it until your knuckles are white, then roll out on final and see white over white (high). I guess that beats the opposite.
This guy dose not know shit about landing in cross wind do not use it.
i think you did well with challenging conditions. something to ponder...noticed the left wheel touched first, then nose, then other main. shouldn't it be left main, right main, then nose? i saw a half wheel barrel style landing. likely indicative of excessive speed and incomplete flare. having the mains settle first would help the plane track better on the ground. Plus, the little nose wheel isn't really good in taking much of the weight of the plane...leads to shimmy, excessive stress on the nose/engine mounts and steering difficulty.
In any case those were some good landings
We're you using any flaps
I was taught to fly by an old school pilot who had a great piece of advice... Never do touch and goes by yourself and especially in high crosswind situations.
Great video! How did you edit in the instrument panel view onto the external view?
Wow! I love this style of filming! It really captures where you are in the pattern in reference to the airport, threshold, etc. AND gives a sense of depth (which is very hard to accomplish on camera). And the inset control camera gives the viewer a sense of what the pilot is doing. I love it! I wish I saw it more in aviation videos!
I live and fly in the eastern Sierras, a 20 knot crosswind is pretty much order of the day in the summer months then throw a little mountain rotor in for fun. You just need more stick time in stiff breezes (lol) Yup, you're too high too far over and you drift further than you need to, but other than that a perfect series of landings. : )
Thank you. Great video. Looking into getting back in. Only got to do a solo and had to leave flying.
KOJC Olathe, KS, where I did my private training. Recognized it immediately. When landing on 18, on downwind, I would sometimes be as far as the oil tanks at 135/Pflumm before turning base. That might make for a mile final, so probably a bit much, but lots of times when it was busy tower would call my base and that's where it was. Careful about over-correcting on that base to final with the left cross-wind. I've been blown past just as I saw in this video. More room base to final is good.
Nice job on persistence. But remember the basics, stick and rudder or more specifically aileron and rudder. Aileron is influenced by ground effect, rudders are your best bet for keeping your bird straight (least effected by ground effected) until you reach that point of flight where aerodynamically, aileron control is more effective. WWII Fighter Pilot who was my instructor taught me on that one. Learn and practice the fundamentals of good pilotage he’d say...
Are these all very long landings, or is it just the sight picture due to the camera being on the belly?
What is the max crosswind in the AFM for the 172?
The book says 15 kts. We regularly go way over that lol.
get a bigger plane
Watching this three years later... 😊👍🏻 Wonder what are your thoughts with 3yrs experience?
Good decision making on that go-around. Overshot runway and too steep approach angle sounds like a classic case of the setup for getting behind the power curve.
Go to the practice area on a windy day and fly rectangular courses. Pick each point and fly to it. The prop spinner may be pointing left or right of your target. The goal is to trace a rectangle over the ground with an imaginary laser pointing down. Back in the pattern, the wing low method worked best for me on landing.
In my opinion you stopped flying the aircraft configured in a crosswind landing when your wheels touched the runway. You need to stick with it until you parked and engine is turned off.
"i'm going to do another barrell roll and call it a night"
How do you have the camera mounted?
So im at about 15 hours and I just had the roughest lesson yesterday. Winds were in the 20's gusting low 30's. I know an airliner can handle that better than a 172 can but how often would I be flying under those conditions? I've always wanted to fly and don't want to be discouraged by high winds but I felt that I handled it very poorly. How do I handle those types of winds and how often would I have to?
If your instructor told you that you have a maximum 30-degree bank in the pattern you should find a new instructor. It has happened more than once unfortunately that someone was given a short approach and they started overshooting and since they assumed that they had this 30-degree bank rule that they would try and correct with rudder. DO NOT DO THIS. Aerodynamically this puts you in a turning skid which not only puts you closer to a stall-spin scenario but it also raises your stall speed. if you are overshooting do not be afraid to use more aileron. As long as you stay coordinated you can not spin. A spin is caused by a stall with a yawing moment, not by banking more. Although I am sure that if you found yourself in a 50-degree bank you would realize it is easier to go around and try again than to save a bad landing. Just do not try to save it with rudder.
Can you explain how delaying the rotation would have prevented you from drifting across the runway?
+VFR Explorer Disclaimer: I am NOT an instructor. Based on my experience, 100% of the time, rudder (steering) is the ONLY thing that keeps you aligned with center-line. That's it's purpose; to steer around the vertical axis, thus determining the direction of travel. As for aileron, it's only purpose is to prevent inadvertent roll (wing lift) from a crosswind. At least that is what I was taught, and I have never had a wing lift due to strong crosswinds. As for crosswind landings, I have found that last minute slips are quite effective in maintaining directional stability, hence subsequent runway alignment. Hopefully, the host of this video is learning from our input.
+Jake Jones From my experience, while taking off in strong cross wind the aileron correction is definitely not enough. Perhaps more rudder would have helped. I'm also not an instructor, so I'm just guessing.
+VFR Explorer I get that. But a closer analysis of the video will reveal that he already had left aileron input well before rotation, which clearly didn't prevent the "drift". Yaw (on the ground) is controlled by only two things, steering and rudder. So a longer ground roll, barring corrective action, would have resulted in even FURTHER "drift", which is really just misalignment with the runway. Glad he made the disclaimer that he is NOT a flight instructor.
At 4:32, he's talking about keeping the plane on the ground a little longer, therefore gaining more airspeed before taking off. More airspeed means more effective control surfaces' response is. In this case, his left aileron would meet faster airflow and produce better response when correcting for the drift.
What airport is that?
KOJC in Johnson County Kansas
I was gripped by the footage, enjoyed every minute of the film and have to say, exposing the faults as well as what the airplane is doing is honest of you and deserving of credit for your openness.. Yes, there will be those who will pour scorn on your actions but listen, THEY WEREN'T experts either when newbies to the world of flight and should be more constructive in their advice.. Well done man, but as a non pilot, would suggest that next time there is windy conditions, get an instructor or long-time trusted pilot to offer advice rather than try and figure it out.. Well done again for even having the balls to try it and really enjoyed the footage..
Personally I would not have videoed my white knuckle over correcting flight video from the cockpit. If I was a passenger you would have made me a pedestrian!
You didn't crash, so, well done!
You never mentioned the operational limits of your airplane for crosswinds. It is very important to know this before you fly.
I saw this video close to 2 years ago. Now after all the experience I've gained over that amount of time, flying when its gusting 21kts is nothing. If that is enough to scare you imagine when its gusting 30kts, I've been there. That's not to say I'll going and fly when its gusting 30kts again but 21 shouldnt be anything to worry about and if it is, I deff recommend you go up with an instuctor to build up that confidence!
isn't like the crosswind limit 15kt for the c172?
Wording. There is no published "crosswind limit"; however, the "maximum demonstrated crosswind component" has little to do with the actually capabilities of an airplane. It exists chiefly as a liability dodge by the manufacturer, and is routinely exceeded by competent pilots.
On my last check ride in a 172 it was 24 gusting to 32 , 90 degrees to the runway. I learned to fly at this airport ( Burlington Ont ), so the norm is crosswind landings and takeoffs. The instructor cancelled all her lessons for the afternoon within seconds of taking off. I did 6 touch and goes and one full stop. Nailed everyone. Yes I'm pretty damned pleased with myself.
Well done! Good practice!
Needed more cowbell. I'm a cowbell instructor for 23 years.
This shows something I have long wondered about. Why do planes use yokes instead of sticks? When you need the most control in order to maneuver, you often need a hand on the throttle. So you end up with one hand on the yolk which is rather awkward. It'd be fine when you have two hands balanced equally on the yoke, but so often you end up with one hand on only one side flying almost as if the yoke is a stick, but an off-center one. So why not just use a stick which is designed for use with one hand while the other is free for the throttle and otherwise?I can only assume the mechanics of a stick don't work for some layouts without becoming expensive. Here the yoke is on a tube that sticks out of the control panel. I suppose having a stick to the floor might not work so well, but it sure seems lie it would be better to have a stick if at all possible.
The stick vs. yoke controversy is probably best-evident by the philosophies of Boeing vs. Airbus, and there are pluses and minuses to each. Yokes came about as aviation evolved along with ground vehicles, which of course employed steering wheels. It was theorized that similarities between airplanes and cars would make learning to fly easier and, therefore, sell more airplanes. Operating a yoke with one hand, even if it is a little off-center, quickly becomes habit.
You're coming in way to hot!!!!
flared a little too flat
Lots of chat here. Including mine.We are talking about aircraft control on takeoff and landings.Whether or not we fly in 10kts x or 25 knots is one thing.If the POH gives a x-wind limitation and you exceed it ie fly over limits knowingly and unnecessarily and either there is an incident or some prefect reports you they will likely kick your a-s.If you are returning from a flight and decide to practice crosswind landings by keeping the nose where you want it with the rudder and wing level with the ailerons well that's good practice. I hate wing down method. But I've seen airline pilots who use it successfully all the time and some prefer crab method. Whichever you're trained with works best for you.Practice with your instructors - not just one for this - any opportunity you have of going up with an ace and practising this exercise will make you a formidable pilot - practice, practice, practice, practice.
The very first entry in my logbook notes "90° xwind 22KT G 29KT." My instructor let me fly the approach while he had his hands lightly on the controls. He was an instructor for almost 40 by then. The tower asked if we wanted to call our landing as such or just a plop. Floyd retired a couple years later, fountain of info he was.
Still great to watch again! I thought you did excellent!
Those were two good landings...well done. I didn't really get the hang of them until I was on DC-3s. I used your/my technique on a dirty night into Toronto in a B737. Success is satisfying.
Why don't these planes have bigger width tires?
hmm I drifted to the right I wonder what I should do.. obviously left rudder. Just cause your cfiis always yelling right rudder on takeoff doesn't mean there isn't gonna be a scenario where you need left rudder
We flew a 182 through a massive hail storm and it actually ruined the paint ! The prop was back to its metal finish !
Same problem most tricycle gear flyers have . . . you need to use your rudder!
Good video you kept it under control. From what I understand its best not to float too long with a crosswind.
I would have shit myself
I thought you did good. The no thought method of crosswind landing is on final look at where the nose is pointing, left in this case, therefore lower the left wing and use opposite rudder, right in this case to straighten the nose just before touchdown. Fly much in North Texas and you get lots of crosswind training. You had pretty good aileron control but I couldn't see the rudders. I have on really bad days landed off center of the runway so that I could land somewhat diagnol and lessen the crosswind angle. But most of my flying was at a narrow runway that was always a crosswind.
je di 👍
I used to fly on a narrow dirt strip with lots of crosswind. I did not worry about the landing because if desperate i could land diagonally as I had a dry salt pan near the strip. Never had to go off strip but I have landed with full rudder to keep center-line. That's why the old WW2 strips were ovals.
OMFG...I'd be shitting right on my pants. The plane just goes with the wind while you struggle hard to correct the trajectory. I had always thought flying a plane was a whole lot smoother. Jeez!
What airport is this?
Why do you land so long?
You made it look easy. If you hadn't mentioned the gusts I wouldn't have noticed.
Did i hear Johnny Rowlands asking for departure in one of those helicopters?
Pat Buchanan in the control tower ?
That looks like fun. Scary but fun.
Made a foolish mistake. Took off without checking windsock. Had a 35 knot cross wind 90 degrees to runway. By then, it was too late so flew my passenger over lakes for about an hour. I landed on one wheel which was my best by far greaser. My passenger, said that was fun, lets do it again. Very relieved, I said not today!
3 overshoots? HOW !? was that your first flight????
crosswind landings are the toughest thing i know about flying; then there in flight emergencies.
That was funny!
How come on the first two landing clearances your call sign changed to 28Victor?
Sweet, KOJC! I’m over at LXT
like his laugh hes having a blast in all that danger
you a bit lucky @0.27 you still on the groung and moving aileron on neutral and even a bit on right, a gust at 20 there and you will have the left wing in the air...
so not I think your are wrong you need more more aileron on the ground half a turn (full aileron left) and take off with aileron left you plane will bank and you can enter in crab without be deported to the right.
You did OK. Why is a crosswind getting in your head that causes overshoot? Don't over think it. With gusts and crosswinds, I also come in a little faster (3 to 5 knots) and make sure you have your feet feeling the rudders. Even wag a little to know you have authority... No flaps used and forward slip instead of crab. Line er' up! Of Course, a C150 or 172... PP SEL, Gliders, Choppers...
Fly an F 22 Rapter. Much easier to land.
You were correct about rotation at a higher speed during high crosswinds. My hands sweated a lot watching this. Isn't the demonstrated max crosswind for takeoff and landing in a 172 about 15 knots? I had a similar experience into an uncontrolled field many years ago in Everglades City, Florida. Planned a touch and go there in a 172 with 3 friends onboard but aborted it when the prevailing stiff NE wind suddenly ceased on final as the airplane dropped below the high pines bordering the airport runway. We continued on to FMY , had lunch and finally returned home to Ft. Lauderdale!
Great video and very interesting, thanks. 👍
very good your critical look at the flight will help many others
Great video, and nicely done! You are correct, the footage (along with all the experts on here) will help with assessing your performance. I think you've found your personal limit regarding runway length required in conjunction with x-wind strength, an additional tool to strengthen your ADM.
Good gosh that yoke shaft sure flexes a lot. Sketchy
It’s all a bit of fun and experience.
21 knot xwind u need to have full ailerons during take off (into the wind) until u feel the wings pick up wind and start pushing the yoke to the opposite side thats when u start decreasing pressure on the yoke and start really focusing on the rudder cuz guess what, shes a girl, anytime u dont give her attention she goes out of control and it almost always ends bad. i think the reason for the drift was aileron control rather than airspeed at that point. side note though i do like to have a 4-7 knots extra when im doing heavy x winds
This is how I was instructed to take off and land in crosswind,also started in a taildragger. As in reference to comparison of a airplane to a woman, ( Yes )
Bloody well done old lad! Your landings were good with that xwind component. I have an ATPL, ATPL H and with gliding, some 165000 flying hours. You did well. Somee pilots wuld teach the wing down technique but the crab is definitely the best.
What is the wind limit of the cessna 172?
I think the demonstrated maximum crosswind component is 15 knots on a 172
tvclip.biz/video/_3zKgmuqfuE/video.html "Yeah, yeah it's 21 ... I can tell you that ... LOL"
Impressed. I dont know how many hours you have but it was not terrible... I had to teach myself kind of how you are in my super cub. Was scared to land in anything over 10 direct Xwind, one day i took off, on my way back it turned into 14G23. Planted it on the ground without a problem. X winds are the most fun thing I find when flying.
Hey I fly out of here want to meet up and fly some time?
First, if you are not an Instructor (and it shows), then please don't draw conclusions because there are many new pilots who will take it as a lesson.Secondly, You really need to practice more crosswind landings with an Instructor with stronger winds because wind at 9 knots gusting 21 is not that strong. The max demonstrated cross wind component of 15 isn't the limit, it depends on the experience of the pilot and I'm sure many pilots here like me had to land a Cessna 172 in 30 knots direct crosswind so you need more practice.Thirdly, what you did wrong was applying too little aileron pressure when you needed more, and not doing a proper rectangular pattern in ur crosswind, downwind and base legs thus resulting in arriving too high on your finals. All this comes with practice. Good Luck.
Excessive speed and runway used. You reached proper final approach speed about 4 secs before touchdown. About 6 secs if you add a few knots for gusts. Make this more difficult than necessary.
Great video. Inspired me to create my similar video:tvclip.biz/video/tAlv-Z9gi40/video.html
One of the dumbest mistakes I ever made was trying to hold a C172 on. Holding it on takes weight off the mains and transfers it to your nose gear. The worst thing you can do then. When it's ready to fly, takeoff! My assessment is that you did not have enough aileron. The downwind wing should have come off first. Once a positive rate of climb has been established, about a tenth of a second after your upwind gear comes off, immediately crab and stay over the centerline. Love the cameras!
I agree. Thanks for the comment. Holding it on the runway is probably a bit of a cheat. A better solution is the correct amount of aileron (more was needed here) and rudder.
I think you did well, perhaps put in full aileron as soon as you start then take away what you don’t need. You know the poisonous snake called an adder 🐍? don’t be an adder, you get bit.
That's not a significant crosswind landing....40 knots or higher is.