Cessna 172 Crosswind Landing with 21 Knot Wind Gusts

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  • 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 • 525

  • DA42PIC
    DA42PIC 10 days ago

    What is the max crosswind in the AFM for the 172?

  • Da De
    Da De 11 days ago

    get a bigger plane

  • Johnny
    Johnny 12 days ago

    Watching this three years later... 😊👍🏻 Wonder what are your thoughts with 3yrs experience?

  • WildWestBudgie
    WildWestBudgie 13 days ago

    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.

  • Duane Palmore
    Duane Palmore 14 days ago

    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.

  • Helmuth Reese
    Helmuth Reese 17 days ago

    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.

  • Jr nu mex
    Jr nu mex 25 days ago

    "i'm going to do another barrell roll and call it a night"

  • vauxminijoe
    vauxminijoe 29 days ago

    How do you have the camera mounted?

  • Dave Restrepo
    Dave Restrepo Month ago

    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?

  • Zachary Ahlheim
    Zachary Ahlheim Month ago

    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.

  • Jake Jones
    Jake Jones Month ago

    Can you explain how delaying the rotation would have prevented you from drifting across the runway?

    • Jake Jones
      Jake Jones Month ago

      +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.

    • VFR Explorer
      VFR Explorer Month ago

      +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.

    • Jake Jones
      Jake Jones Month ago

      +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.

    • VFR Explorer
      VFR Explorer Month ago

      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.

  • tntkop
    tntkop Month ago

    What airport is that?

  • David McC
    David McC Month ago

    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..

  • Doug Green
    Doug Green Month ago

    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!

  • Cat Wrangler
    Cat Wrangler Month ago

    You didn't crash, so, well done!

  • Bob Pietrs
    Bob Pietrs Month ago

    You never mentioned the operational limits of your airplane for crosswinds. It is very important to know this before you fly.

  • r3poman671
    r3poman671 2 months ago

    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!

  • gnsgml11
    gnsgml11 2 months ago

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

    • Bryan Krussow
      Bryan Krussow Month ago +1

      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.

  • David Giles
    David Giles 2 months 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 2 months ago

    Well done! Good practice!

  • DustyCowdog
    DustyCowdog 2 months ago

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

  • Gillian Orley
    Gillian Orley 2 months ago

    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.

    • Bryan Krussow
      Bryan Krussow Month ago

      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.

  • Tom Smith
    Tom Smith 2 months ago

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

  • mikerowsoft
    mikerowsoft 2 months ago

    flared a little too flat

  • REMF
    REMF 2 months 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 3 months 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 3 months ago

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

  • DeLon Christensen
    DeLon Christensen 3 months 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 3 months ago

    Why don't these planes have bigger width tires?

  • Robert Gaylord
    Robert Gaylord 3 months 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 3 months ago

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

  • Phil Roe
    Phil Roe 3 months ago

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

  • je di
    je di 3 months 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 3 months ago

    I would have shit myself

  • TheRotorhound
    TheRotorhound 3 months 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 3 months ago

      je di 👍

    • je di
      je di 3 months 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 3 months 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 3 months ago

    What airport is this?

  • Cole Shipes
    Cole Shipes 3 months ago +2

    Why do you land so long?

  • miciee
    miciee 3 months ago +2

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

  • Ben Stark
    Ben Stark 3 months ago

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

  • Plumber Phil
    Plumber Phil 3 months ago

    Pat Buchanan in the control tower ?

  • sea green
    sea green 3 months ago

    That looks like fun. Scary but fun.

  • Multi tiered Investor
    Multi tiered Investor 3 months ago

    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 3 months ago

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

  • William Pierce
    William Pierce 3 months ago

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

  • Chris Oney
    Chris Oney 3 months ago

    LOLreally....

  • Bird dog Attebery
    Bird dog Attebery 3 months ago

    That was funny!

  • OblivionRatula
    OblivionRatula 3 months ago

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

  • gmonnig
    gmonnig 3 months ago

    Sweet, KOJC! I’m over at LXT

  • XXREBXX1
    XXREBXX1 3 months ago

    like his laugh hes having a blast in all that danger

  • JoeCool
    JoeCool 3 months 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 3 months 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 3 months 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 3 months ago

    Fly an F 22 Rapter. Much easier to land.

  • Steve Moore
    Steve Moore 3 months 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 3 months ago

    Great video and very interesting, thanks. 👍

  • tie oneon
    tie oneon 3 months ago

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

  • themark4u
    themark4u 3 months 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 4 months ago

    Good gosh that yoke shaft sure flexes a lot. Sketchy

  • philip Brailey
    philip Brailey 4 months ago

    It’s all a bit of fun and experience.

  • adityated
    adityated 4 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 3 months 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 4 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 4 months ago

    What is the wind limit of the cessna 172?

    • Steve Moore
      Steve Moore 3 months ago

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

  • Massimiliano Chiani
    Massimiliano Chiani 4 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 5 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 5 months ago

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

  • Yasser Menaissy
    Yasser Menaissy 6 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 6 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 7 months ago

    Great video. Inspired me to create my similar video:
    tvclip.biz/video/tAlv-Z9gi40/video.html

  • Douglas Daniel
    Douglas Daniel 8 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  8 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 8 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 8 months ago

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

  • Marc-Bernard Levesque
    Marc-Bernard Levesque 8 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 8 months ago

    Man. . . Sideslip!

  • Scott Anttila
    Scott Anttila 8 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 8 months ago

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

  • Michael Kloos
    Michael Kloos 8 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 8 months ago

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

  • RoamingBiologist
    RoamingBiologist 8 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 8 months ago

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

  • Adam Norris
    Adam Norris 8 months ago

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

  • Craig Pennington
    Craig Pennington 8 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 8 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 9 months ago

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

  • John Rand
    John Rand 9 months ago

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

  • Simon E
    Simon E 9 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  9 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 9 months ago +11

    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 9 months ago

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

  • Magno Oliveira
    Magno Oliveira 9 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 9 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 9 months ago

    I'd say you did fairly well.

  • Demetri Parker
    Demetri Parker 9 months ago

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

  • Christopher H
    Christopher H 9 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 9 months ago

    Always check your Tafs and AWOS before takeoff!

  • STEVEN REISSNER
    STEVEN REISSNER 10 months ago

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

  • Luis Rodriguez
    Luis Rodriguez 10 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 10 months ago

    Great landings. Good work.

  • Mike Bennett
    Mike Bennett 10 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 10 months ago

    You overshot because of the tailwind on your downwind leg.

  • Phillip Conwell Jr
    Phillip Conwell Jr 11 months ago

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

  • FirstOfficerShami
    FirstOfficerShami 11 months ago +1

    What about the rudder?