Cessna 172 Crosswind Landing with 21 Knot Wind Gusts

  • Published on Feb 15, 2016
  • Most challenging crosswind landings to date. 90 degree crosswind with 21 knot wind gusts.
    Audio captured with Sony ICD-PX333 voice recorder.
    Video cameras: GoPro's both with suction cup mounts
    Editing: Premiere Pro

Comments • 492

  • gnsgml11
    gnsgml11 2 days ago

    isn't like the crosswind limit 15kt for the c172?

  • David Giles
    David Giles 5 days ago

    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.

  • The AV8R's
    The AV8R's 8 days ago

    Well done! Good practice!

  • DustyCowdog
    DustyCowdog 9 days ago

    Needed more cowbell. I'm a cowbell instructor for 23 years.

  • Gillian Orley
    Gillian Orley 10 days ago

    This shows something I have long wondered about. Why to plans use yokes instead of sticks? When you need to 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 mechanic 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.

  • Tom Smith
    Tom Smith 14 days ago

    You're coming in way to hot!!!!

  • mikerowsoft
    mikerowsoft 15 days ago

    flared a little too flat

  • Aviate
    Aviate 20 days ago

    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.

  • HighFlyer
    HighFlyer 27 days ago

    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.

  • Brian Smith
    Brian Smith 28 days ago

    Still great to watch again! I thought you did excellent!

  • DeLon Christensen
    DeLon Christensen 28 days ago

    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.

  • tessamersus
    tessamersus 29 days ago

    Why don't these planes have bigger width tires?

  • Robert Gaylord
    Robert Gaylord 29 days ago

    hmm I drifted to the right I wonder what I should do.. obviously left rudder. Just cause your cfi
    is always yelling right rudder on takeoff doesn't mean there isn't gonna be a scenario where you need left rudder

  • petrol devo
    petrol devo Month ago

    We flew a 182 through a massive hail storm and it actually ruined the paint ! The prop was back to its metal finish !

  • Buddysimo Simonetta

    Live to fight another day

  • Phil Roe
    Phil Roe Month ago

    Same problem most tricycle gear flyers have . . . you need to use your rudder!

  • je di
    je di Month ago

    Good video you kept it under control. From what I understand its best not to float too long with a crosswind.

  • Capt'n Tread
    Capt'n Tread Month ago

    I would have shit myself

  • TheRotorhound
    TheRotorhound Month ago +1

    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.

    • TheRotorhound
      TheRotorhound Month ago

      je di 👍

    • je di
      je di Month ago +1

      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.

  • Lecto- Escritor
    Lecto- Escritor Month ago

    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!

  • SoCalGuy93065
    SoCalGuy93065 Month ago

    What airport is this?

  • Cole Shipes
    Cole Shipes Month ago +2

    Why do you land so long?

    • Steve Rosengren
      Steve Rosengren 17 days ago

      Cole Shipes have you ever one a cross wind landing? You float forever

  • miqiee
    miqiee Month ago +2

    You made it look easy. If you hadn't mentioned the gusts I wouldn't have noticed.

  • Ben Stark
    Ben Stark Month ago

    Did i hear Johnny Rowlands asking for departure in one of those helicopters?

  • Plumber Phil
    Plumber Phil Month ago

    Pat Buchanan in the control tower ?

  • sea green
    sea green Month ago

    That looks like fun. Scary but fun.

  • Multi tiered Investor

    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!

  • X2O8MZV9
    X2O8MZV9 Month ago

    3 overshoots? HOW !? was that your first flight????

  • William Pierce
    William Pierce Month ago

    crosswind landings are the toughest thing i know about flying; then there in flight emergencies.

  • Chris Oney
    Chris Oney Month ago


  • Bird dog Attebery
    Bird dog Attebery Month ago

    That was funny!

  • OblivionRatula
    OblivionRatula Month ago

    How come on the first two landing clearances your call sign changed to 28Victor?

  • gmonnig
    gmonnig Month ago

    Sweet, KOJC! I’m over at LXT

    XXREBXX1 Month ago

    like his laugh hes having a blast in all that danger

  • JoeCool
    JoeCool Month ago

    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...

    • JoeCool
      JoeCool Month ago

      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.

  • Gary Wayland
    Gary Wayland Month ago

    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...

  • T A
    T A Month ago

    Fly an F 22 Rapter. Much easier to land.

  • Steve Moore
    Steve Moore Month ago

    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!

  • Robin Floyd
    Robin Floyd Month ago

    Great video and very interesting, thanks. 👍

  • tie oneon
    tie oneon Month ago

    very good
    your critical look at the flight will help many others

  • themark4u
    themark4u Month ago

    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.

  • mopar92
    mopar92 Month ago

    Good gosh that yoke shaft sure flexes a lot. Sketchy

  • philip Brailey
    philip Brailey Month ago

    It’s all a bit of fun and experience.

  • adityated
    adityated 2 months ago

    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

    • DeVern Rodocker
      DeVern Rodocker 29 days ago

      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 )

  • lordmick roach
    lordmick roach 2 months ago

    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.

  • Philipe Davis
    Philipe Davis 2 months ago

    What is the wind limit of the cessna 172?

    • Steve Moore
      Steve Moore Month ago

      I think the demonstrated maximum crosswind component is 15 knots on a 172

  • Massimiliano Chiani
    Massimiliano Chiani 2 months ago

    tvclip.biz/video/_3zKgmuqfuE/video.html?t=407 "Yeah, yeah it's 21 ... I can tell you that ... LOL"

  • Michael Medeiros
    Michael Medeiros 3 months ago

    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.

  • MessY SniipesS
    MessY SniipesS 3 months ago

    Hey I fly out of here want to meet up and fly some time?

  • Yasser Menaissy
    Yasser Menaissy 4 months ago

    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.

  • rallyden
    rallyden 4 months ago

    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.

  • Dvir Shany
    Dvir Shany 4 months ago

    Great video. Inspired me to create my similar video:

  • Douglas Daniel
    Douglas Daniel 5 months ago

    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!

    • Eddie Burris
      Eddie Burris  5 months ago

      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.

  • lildeena1
    lildeena1 5 months ago

    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.

  • crfdln
    crfdln 5 months ago

    That's not a significant crosswind landing....40 knots or higher is.

  • Marc-Bernard Levesque
    Marc-Bernard Levesque 6 months ago

    The easy way to fix all this is to practice slow flight and cross control at altitude.
    Recognize the different flight conditions as you take-off. That when you are just running down the runway, use your rudder to steer with ailerons to prevent the wind from lifting your wing), off the runway you are in slow flight (wings level and since you are in slow flight remember that you are in rudder world), as you climb out and build speed the aircraft will already be crabbing you will simply have let your heading crab less by very gently turning.
    For your non stabilized approach climb out at 6000 AGL and practice cross controlling. Fly straight with a proper crab angle. Set yourself up in a descent as if you were doing a straight in approach from that altitude. As you reduce speed you will have to crab more, stabilize the machine with this crab angle. Now play with a road in front of you as if you were lining up with a runway. Press on the rudder to line up and slowly learn to turn to stay above the road. From high altitude you won’t notice your mistakes and this will allow you to slowly build your cross-control skills. As you come close to the ground you will notice more how far off you are off your imaginary runway. Clear the engine every 1000’. Don’t pitch up and stall doing this. Repeat as often as required 5 to 10 times over several flights.
    At the beginning take baby steps... when flying with the proper crab, press on the rudder to line up with the road and then step off to bring back the aircraft to the crab heading. When that is mastered, and you have a sense of the the amount of rudder necessary, to line up the nose with road, slowly learn to veer to go straight, left and right of the road. Have fun trying to go straight but also learn to zig-zag as if you were compensating being off center line.
    Keep your speed up, you don’t want to fall in a spin... you are cross-controlling.
    Have fun at altitude and stop trying to learn everything close to the ground.

  • Bram Moerman
    Bram Moerman 6 months ago

    Man. . . Sideslip!

  • Scott Anttila
    Scott Anttila 6 months ago

    I like how he metions drifting off the center line but misses pointing out he wheelbarrowed with the left main and nose wheel on the ground and the right main in the air. We are lacking both aileron and elevator.

  • Bingo Bango
    Bingo Bango 6 months ago

    Rule #1 to flying in heavy crosswinds is - don’t be a chicken shit.

  • Michael Kloos
    Michael Kloos 6 months ago

    Put a CTLS down in the same effective crosswind about a week ago. Was 15 gusting 25 @ 50 degree offset. Was an interesting experience.

  • Terry Smith
    Terry Smith 6 months ago

    Good job, that is a good idea to practice X wind landings when you don't have to

  • RoamingBiologist
    RoamingBiologist 6 months ago

    Full aileron into the wind and gradually reduce as airspeed builds up, smoothly rotating and adding appropriate aileron and rudder correction to maintain runway centerline. Building airspeed and then popping it off the ground on a gusty day is asking for bad day to happen.

  • ChinchillaInTheHeat
    ChinchillaInTheHeat 6 months ago

    Is that a crack in the fitting where the left landing gear strut meets the fuselage?

  • Adam Norris
    Adam Norris 6 months ago

    We as pilots needs to understand something....WE CONTROL THE AIRPLANE. Good job sticking in there.

  • Craig Pennington
    Craig Pennington 6 months ago

    I always have this thought that if the wind is blowing you around on the ground, stay there. In a light plane it's going to throw you all over the place. If you really don't have to go, don't. Be safe.

  • D
    D 6 months ago

    And crosswind limits for a 172 are? Its nice to see you think its okay to exceed the airplane manufacturer limits AND post a video of it.

  • Ryan Toomey
    Ryan Toomey 6 months ago

    I think the maximum crosswind component for a 172 is 20 knots.

  • John Rand
    John Rand 6 months ago

    I just love how everyone is an expert. The pilot is critiquing himself and doing a fine job.

  • Simon E
    Simon E 6 months ago

    Why didn't you ask for a full stop after you knew the wind increased to 21kt gusts? Did it not occur to you that although this may have been unforecast, the wind could have strengthened even more while you were in the pattern?

    • Eddie Burris
      Eddie Burris  6 months ago

      I could have asked for a full stop (my intention) but I thought there was better than average chance I would have to do a go around. I didn't want to ask for permission to do something I didn't have a high level of confidence I could accomplish.
      Basically the scenario I wanted to avoid was asking for a full stop, then having to do a go around and messing up someone else's day (say someone entering the pattern from the opposite direction).

  • Ken Clark
    Ken Clark 7 months ago +8

    Also try less flaps on the stronger cross winds. All that barn door is a lot of wind magnet. Hadn’t you listened to ATIS or checked weather prior to take off so you knew what winds were

  • Ken Clark
    Ken Clark 7 months ago

    Most towers issue wind reports when giving landing clearances. Not only when weather is “sketchy”

  • Magno Oliveira
    Magno Oliveira 7 months ago

    Very good angle of camera under the fuselage. It can shows for us the real atitude of aircraft at the touching moment. I already had difficult on landing with crosswind here in Brazil, but not with 21 fucking knots. Congratulations for your skills, buddy! Keep sending and have nice and safe flights! Hugs.

  • pedrosura
    pedrosura 7 months ago

    When you fly a small airplane and you have above 15-25 knots you have to use elevator, aileron and rudder to make it work. Have lots of aileron and elevator, as you get ready for liftoff relaxed some of the elevator pressure and go from sideslipe to crab as you climb out of ground effect and TRIM!!!! On approach you should stabilize yourself as soon as you line up on final, TRIM!!!crabbing into the wind and get on the centerline early. It's hard to know what the wind is doing if you are chasing the runway. On landing, transition from crab to side slip at a point you find comfortable, the latter the better. After landing elevator full forward. Put the weight forward... it will give up better control specially if its gusting... Cool video. Great memories...
    P.S BTW a great way to practice is focus on setting yourself on the pattern. Pick how wide to fly downwind and the crab angle to adjust it for wind. Turn base and final and rollout on the correct heading for your crab angle. Take it on a crab to 50 feet and side slip forward down the runway centerline in level flight (on a fwd side slip) then go around (do not land). Do that many times. Then when you feel comfortable, continue after 50- ft and make the landing. You will find that the landing is more a reflection of your approach than anything else.

  • McGyver777ATGMAIL
    McGyver777ATGMAIL 7 months ago

    I'd say you did fairly well.

  • Demetri Parker
    Demetri Parker 7 months ago

    Do you use a lot of rudder when landing in crosswind?

  • Christopher H
    Christopher H 7 months ago

    We almost always have wind like that here.
    It almost never lines up with runway.
    I soloed in winds like that.
    And you are right, when your crosswind leg is into the wind, extend it out, if its with wind cut it short. If engine fails in pattern wind will carry you to runway.

  • Duke Silver
    Duke Silver 7 months ago

    Always check your Tafs and AWOS before takeoff!

    STEVEN REISSNER 8 months ago

    enough crosswind practice with your cfi is essential, especially if you are in windy areas often.

  • Luis Rodriguez
    Luis Rodriguez 8 months ago

    I was trained to land on one wheel in a crosswind scenario. Being a brush pilot in Mexico, I had quite an experience with the westerly winds in the sierras. I flew a 210 Cessna retractable. I enjoyed your video.

  • Mike Bennett
    Mike Bennett 8 months ago

    Great landings. Good work.

  • Mike Bennett
    Mike Bennett 8 months ago

    To stay on the center line during your takeoff roll, just use enough rudder to stay there. You're used to using right rudder. Also, on the tailwind issue for your base leg, you can keep your downwind at the same distance, but next time just keep the turn going. Don't level the wings on base.

  • Mike Bennett
    Mike Bennett 8 months ago

    You overshot because of the tailwind on your downwind leg.

  • Phillip Conwell Jr
    Phillip Conwell Jr 8 months ago

    Despite your admitted inexperience, this was an excellent video. Description and corrections were right on.

  • Capt.Shami
    Capt.Shami 9 months ago +1

    What about the rudder?

  • Michael E
    Michael E 9 months ago

    Good call on ending your flight.

  • BigMoneyAl
    BigMoneyAl 9 months ago

    Been there many times , good experience tho

  • Jack Jones
    Jack Jones 9 months ago

    Great teaching video. thanks

  • Sky King
    Sky King 9 months ago

    You don' steer the airplane on the ground with ailerons. You need to keep the airplane on the centerline with the rudders. I can see your feet are too inactive. Get some tailwheel experience and you'll see what I mean. I've been an instructor for almost 50 years, and had a wonderful airline career with a major airline. You need to use the rudder pedals when on the ground with far more authority. You always want to put the airplane in to absolute submission. It only goes where you make it go. I strongly encourage you to get instruction from a seasoned CFI. Try to find one with a healthy amount of tailwheel experience. And practice, practice, practice. Good luck in your flying. As they say, Train Often and Fly Safe.

  • Cross Check
    Cross Check 10 months ago

    Flying at over 15ias winds in a cessna is not leagle

  • David Warner
    David Warner 11 months ago

    What does 'for the option' mean? 5.05-5.10

    • izzy kingston
      izzy kingston 10 months ago

      for the option means, you can do a full stop landing, touch and go, touch-stop and go, low approach, go-around. People usually ask for the option when they are practicing in the traffic pattern, so they don't have to make a full stop, to save time and money.

  • M.J. Leger
    M.J. Leger 11 months ago

    That's pretty neat, having a camera under the carriage so you can really see what the wheel and nose are doing! And yes, a bit more speed on the take-off can help you get up better.

  • Gordon Feliciano
    Gordon Feliciano 11 months ago

    Crosswind take offs and landings are not easy when you are just learning to fly. I thought you did an ok job, all things considered. Remember to keep in mind how the wind will effect you in the pattern. If you have a tailwind on base, you will need to make your turn to final early. If it's a headwind, your turn will come later. Try to make all turns with no more than 30 degrees bank angle. Add 1/3 the gust factor to your final approach speed for an extra safety margin. I own and fly a Grumman AA-5B... When on final in a crosswind, I like to slip the airplane in as soon as I make the turn to final. This allows me to determine how the wind is affecting my flight path very early in the game so that I can make the necessary corrections or decide to abort and go around. One trick I learned on how to practice crosswind landings and take offs was to fly a low approach down the runway, keeping the aircraft just a few feet off the ground while holding in the correction. Doing this several times in repetition helps you develop a site picture.
    Good luck, happy and safe flying...

  • TinselKoala
    TinselKoala 11 months ago +4

    The most serious error here is the overshooting of the runway centerline in the base-to-final turn. This "buttonhooking" is dangerous, and not enough emphasis is placed on this in the video. Especially hazardous when the crosswind results in a tailwind during the base leg. Banking steeply while descending through a wind gradient in gusty conditions, combined with the visual sense of going "too fast" due to the tailwind, is asking for trouble of the worst kind.
    Nothing particularly wrong with the takeoffs and landings themselves that a little practice won't cure -- although I probably would have gone around on the second attempt also.
    "Holding on the ground and popping off" isn't such a great idea. Mostly, more into-the-wind aileron is needed.

    • James Hazen
      James Hazen 26 days ago

      Don't try to "fix" a bad approach. Go around!

    • Alex Tomev
      Alex Tomev 26 days ago

      As long as there’s sufficient airspeed there’s no danger regarding of illusions. He overshot by turning late but had plenty of room to get back on track and make a stable approach.

    • TigercatDesigns
      TigercatDesigns Month ago

      Agreed. This looked like a fine day to practice some serious but doable crosswind. However, it's the circuit and approach that really need work here, not the take-offs and landings. Over flat terrain you can usually get away with it, but in the hills its also the rotor over the knolls and pine trees that will get you in these winds if you're doing turns like this back to final. A stabilized approach is critical to keeping these situations just high-performance, not white-knuckle.

  • Terry Offord
    Terry Offord 11 months ago

    Excellent use of Video whilst actually describing and executing T/O & Landings,good camera and exceptional sound too.Many thanks for a useful and even exciting T'O & Landing.

  • Ethan Higgins
    Ethan Higgins 11 months ago

    What are you aiming for on final... half way down the runway?
    just askin u should be shooting for the numbers and than roll out longer besides you should be keeping more speed on approach due to the wind so you should be aiming even shorter so you can flare and not end up at the end of the rnwy

  • nytom4info
    nytom4info 11 months ago +7

    Now that’s just STUPID!!! read the owners manual on max cross wind landings and takeoffs!!!

    • Aviate
      Aviate 20 days ago

      +NetAndyCz Well now you are going the other way. The author of the video is doing just fine. If you were in aviation you would see that immediately.

    • Aviate
      Aviate 20 days ago

      Yeh, nytom - I said "IF" like, we are talking about the physical affect of the wind on the aircraft and drift, it's about handling in a full spectrum of crosswind speeds, as a scientific example it was not about regulation rules and pre flight preventive planning. No one is recommending taking off in a massive wind over limits - it was a description of how the aircraft may behave and what would be required as regards handling the aircraft.

    • Alex Tomev
      Alex Tomev 26 days ago

      nytom4info sounds more like you need to read the POH or understand how to calculate crosswind components. Crosswind is based on the angle at which the wind intersects the runway. To exceed the 15 knot “limitation” the 172 is certified for you would need over 30knots at 30 degrees off the runway, or over 15knots at 90 degrees ect...

    • NetAndyCz
      NetAndyCz 2 months ago

      The owners manual is more of an guidance and skilled pilots can usually do a bit better. That being said I do not think author of this video is an experienced pilot and should really think more about not flying being a valid option.

    • W.W.
      W.W. 5 months ago +5

      nytom4info you sound like an old Jew that worried his whole life

  • Greg B
    Greg B 11 months ago

    Good video...thanks for sharing!

  • Bruce B
    Bruce B 11 months ago

    Look at the amount of dirt between the edge of the runway and the edge of the cowl------------ it should stay the same distance all the way down. Also, you are not using the aileron correctly. You turn, aileron right, to move the nose right on flair, when you should be on the right rudder holding left aileron into the wind. You need work in calm air.....not cross wind... Being too high on all approaches shows lack of altitude control on the approach segment. If you were my student, I'd take you to 3K and have you practice holding a heading while doing slips while gliding, both to right and left... before going back to the runway. Full rudder deflections while holding nose on a point out in front.. barn... lake etc.. with a lot of aileron. Practice man...Practice... you'll get it.. at least you're out in it, and doing it....

  • M.J. Leger
    M.J. Leger 11 months ago

    I was born and bred on crosswinds at my airport so crabbing and side-slipping were common. Downwind was over mountains with up-drafts, turning base I left flat and went over ocean, stayed over ocean crabbing with wind off the ocean and on final, still over the ocean for a ways(adding flaps) until I was over land and then, just with my left wing down and using right rudder with a little more flaps and towards the last, where over the numbers the windsock was straight out, so you had to straighten her out, add a bit more flaps, but there was a big hill on my left and swirling winds put the windsock at 90 degrees a few more feet down the runway, so you had to crab again, constantly working the rudder and aileron and then you had to straighten her out again right away in just a few feet, then hold the left wing down and a hard right rudder almost to the flare, then hold that and then you straightened her out to complete landing! More than once turbulence had me bouncing and once over the ocean, on final, my head hit the top of the cockpit due to a sudden downdraft (THAT was scary, that ocean came up awful fast and I had to apply throttle and a bit more flaps)! Challenging, and I'd go out and practice those landings again and again, changing my technique, from crabbing to side-slipping, but I became pretty good at it, and it made other airports seem like a piece of cake! Some flyboy reading this will probably tear the technique apart but that's how we did it! Whatever works and gets you down safe, and I ALWAYS got down safe, and with practice, the anxiety subsided, although you always had to keep on your toes because things could change in a few seconds. Once early on in my learning, my FI would have me land on the taxi-way just so I had to concentrate harder on centering the aircraft on a narrow strip. Once in a while, we had a perfectly calm, clear day and I hardly knew how to fly it! It was fun.

  • James Paul
    James Paul 11 months ago

    I remember getting my private then checking out in the C-172 and my first solo was a windy x-wind day. I had that same feeling lifting off that you expressed. Why did I do this? LOL