So today we're going to look at crosswind landings. Before we can look at
landings, we have to look at how to take off in a crosswind. How to get up
there in the first place. What we're first going to do is think about what
direction our winds coming from and then we're going to put our ailerons in an
according position. So we have a right crosswind today, pretty strong right
crosswind. We are on runway two three and the wind's three zero zero at one five
gusts into two two so you can see our right ailerons all the way up. Our left
ailerons all the way down. That means our yokes all the way over to the right and
that's going to help keep our right wing down as we begin our takeoff roll. As we
speed up we're going to slowly take out some of that right aileron correction,
not bringing the controls all the way back to center just before liftoff, but
somewhere near center just before you rotate. We're also using some left rudder
here to help maintain directional control as that tail gets pushed off to
the left and the airplane wants to go right. We're probably going to stay on the
ground just a hair longer also before we rotate, instead of rotating at say 50 we
might rotate at 53 or 55. That'll give us a little bit more airflow over the
ailerons. A little more authority to keep that right wing down. We get picked up by
that strong right crosswind as we transition from side slipping with the
wheels on the ground across controlled state to this coordinated controlled
state. Here where we have right rudder in and we're climbing as we typically would
with right rudder and neutral ailerons. We're not quite tracking to 3-0 since
we're on runway 2 3 we're actually tracking 2 4 or 5 with that stronger
crosswind, trying to maintain the exact center line of the runway. As we turn our
left crosswind here we're going to retract our 10 degrees of flaps that we
used on takeoff and we're going to make it kind of a short crosswind leg given
that we have such a strong tailwind pushing us we don't like it push too far
away from the airport we want to stay close in case we have any
engine trouble and this will help keep us in that nice
rectangular shape that we're so used to flying traffic patterns around the
airport. As we come up a beam our touchdown point the first thing we're
going to want to do is reduce power fold altitude lead off some airspeed as we
typically would and then go ahead and we'll turn flap range drop our first 10
degrees of flaps and start our nice gentle 500 foot per minute descent rate
as we always do. The one thing that we're going to do differently here though is
we're going to turn our base leg a little bit earlier on and when we're on
base we'll do our normal 25 degrees of flaps, but the reason for turning base
earlier is we have a much longer base leg to fly. not physically longer, but we
have such a strong headwind it's going to take us a lot longer to fly that base
leg and we're going to be descending and losing altitude the entire time until
we get to our base to final turn we want to make sure that we stay in the
position where we could make it back to the runway complex to the airport if we
did have any engine trouble. We don't want to turn into the wind and then
never make it back because we have such a strong headwind. If we did have some
sort of engine trouble so making that early base turn expecting to fly along
or base like the normal and then making our left turn onto final. As we make our
final turn here we can see we're encountering a little bit of mechanical
turbulence. That winds blowing over the houses and the trees and causing quite a
bit of turbulence for us, so we're using coordinated flight controls at this
point. Still with the right wings down we're going to use left aileron and left
rudder and bring it back up if the left wing goes down a little bit of right
aileron and right rudder to bring it back up. Most important thing to remember
here is we come in and control our drift left and right is that bank is going to
control our drift having a bank angle towards the right here is going to
cancel out that right crosswind and it's really just a matter of finding out how
much extra right bank brings us over to the right and as you can see here a
little bit of left bank brings us over to the left
more right bank here is going to bring us back towards centerline. You can watch
those ailerons on the tips of the wings especially as we closely ground really
moving around up and down up and down trying to find that sweet spot of how
much bank in there to control our sideways drift. Then rudders controlling
our yacht keep our nose going straight. So we have right aileron and the left
rudder input our right wheels down left wheels down and there's the nose wheel
coming down. Now why the nose drifted off to the right there with both mains on
the ground just before the nose wheel touch down the nose drifts off to the
right and then snaps back to the left as soon as that nose wheel touches right
there, and the reason for that is in a Piper Cherokee the nose wheel is
directly connected to the rudder pedal, so if you have a whole lot of left
rudder in because you just landed with a strong right crosswind your nose wheels
way turned off to the left. So what we did here was to bring out a little bit
of the left rudder correction just before the nose wheel touched actually letting
the nose drift off to the right. Knowing that if we kept all that left
rudder correction in the nose we would have touched pointing far far over to
the left and would have jerked the nose very hard to the left side, loaded that
nose gear, put a lot of strain on the airplane, and also quite possibly if we
weren't quick to correct it taking us off the left side of the runway. So
landing in a Piper Cherokee with strong crosswinds taking out a little bit of
that rudder correction once both mains are on the ground, just before that nose
wheel touches, is not a bad idea to consider. Now let's go ahead and address
what is our elevator and what our other controls are doing while we're coming
in for this landing. Well we can see here we slowed down a little bit see that
elevator in this case the stabilator on this Cherokee moving up and down quite a
bit. Making lots of little corrections similar to what you would be doing on a
normal approach landing. Lots of small minute pitch corrections. Looking for the
optimum pitch controlling. That sink rate managing energy all the way through to
last until the wheels touch. You can also notice the rudder bouncing back and
forth quite a bit looking to control you and make sure that knows what gets lined
up straight down the runway. Seeing it here at a regular speed you
can see just how quick some of those corrections are made with the elevator
and with the rudder. And this is another approach here you can see again the
stabilizer is moving up and down quite a bit making lots of big motions but small
changes to pitch. You can also really watch that rudder right before the nose
wheel touches going back and forth back and forth looking for how to control the
longitudinal axis of the airplane but also being ready to take that rudder
correction out of there before that nose wheel touches down. Looking here we're
going to set up to do a touch-and-go so flaps back to 10 holding the right
aileron all the way over holding the right wing down to the ground, applying
power, and we're applying left rudder right aileron and as we lift off here
transition coordinated flight crabbing slightly into the wind use an aileron
just keep the bank level, wings level, generate maximum vertical lift, and then
using rudder just control P factor using some right rudder to counteract all the
left-turning tendencies.This time we're going to go ahead and make right traffic
around the runway keeping IDs from now on our right crosswind we're going up
into the wind and the winds slowing us down we have a very slow ground speed.
And we're going to extend our crosswind leg not physically over the ground but a
much longer time on crosswind to give us time to get away from the runway so we
don't get blown over to it so we maintain our regular normal pattern that
we're inscribing. And again here on download our reciprocal heading would be
zero five zero for runway two three we're flying the heading above zero
three five and as we come up be more touched on point here we're going to
reduce power drop our first ten notch flaps there and slow down the airplane.
We're also going to probably have to crab away even more now, now that we're
moving slower we're going to need to take a bigger bite of the wind so we
don't get pushed back over so now we're flying a heading closer to zero three
zero even. Go ahead and turn our base leg and remember this is going to be a very
short short base leg immediately to go into twenty five flaps and not wasting
any time before we turn on the final. Since we have that tail wind we really do not
want to overshoot our base to final turn. That's a critical
error many pilots make that often leads to a stall spin accidents by
overshooting base to final and then trying to overcorrect with maybe right rudder
to bring your nose back around and making a skidding turn back on the base
to final. So we're coming in here making our approach transition to the wing low
method from the crab method. Keeping our right wing down controlling our lateral
sideways drift with bank. And there we go, right wheel, left wheel, and the airplanes
back on the ground. Lapse it back to ten, keeping that right wing down back up
into the air transitioning immediately to coordinated flight wings level and
right rudder for P factor climbing right back away to go back in do it all over
again so we're going to go ahead and take
another look at this with a left cross wind component this time and making left
traffic for runway five a couple things to remember here we're going to have a
tailwind on base so in a short base leg starting that left turn early so we do
not overshoot the base to final turn classic instance when a lot of pilots
overshoot the base to final turn try to steepen it up they're low they're slow
then I'm stalling especially in an uncoordinated state if they were trying
to use it left rudder to help them make that turn and that's usually a very poor
outcome in that circumstance remember if you overshoot based final
simply apply full power fly coordinated go around climb towards the runway
complex and fly over the runway get good altitude come back around the pattern
try again so watch the flight controls on this one as we come in land
especially watch what they do after the touchdown after you come in to land this
traffic turkeys here so whiskey left base runway five and traffic
and we're all clear out here we're on base we're going to go ahead and keep
the airplane right about 85 miles an hour go down to 25 degrees of laps final
looks out there don't see anybody else coming in we're not cutting in an off
anybody else we'll fly out here till we get ready to make our base final turn we
want to make a turn a little bit earlier because the wind is pushing us we have
quite a tailwind but is a shorter base like we're gonna go ahead and start
rolling now traffic turkeys here's a whiskey final runway five and it's
traffic curve about five hundred feet for our pace final turn that's perfect
hands on the throttle he's like Adam off throttle hearing the landing approach
that way if we at any point anything looks funky doesn't look good we can
immediately apply full power and go around try again or we can make small
power adjustments as we need to to adjust our descent rate nor altitude
nobody on the final about 80 miles an hour
and so we're crabbing into the wind right now we're crabbed off into the
wind so we can maintain center line that way as we cross these deer and get about
a quarter mile final I'm in a transitional bingo method that'll be
right rudder and left wing low to bide slip there to maintain center line that
way I like doing that or we get to the runway that way I know if I don't have
enough rudder actually bring my nose around see my nose is off to the left
here I'm going to bring my nose to the right now I'm lined up they do have a
number new so sometimes one could be so strong you don't what you think then
wind out now or you can do it go around what's still about a hundred two hundred
of altitude rather than try and do that go around
but you're just five feet off the ground and dangerously slow do some power here
and making very small pitch Corrections but large Corrections with my flight
controls the cradles are very mushy about my left wing down touch the
universe there's three wheel nose wheel center line with rudder rolling all the
way over the left with Elberon as we're out here you get slowed down to the
crosswind and we'll go ahead and take our first exit off the runway that we
can safely make without using too much brake we'll go ahead and especially
since there's such a strong cross one here get stopped in a straight line
before trying to make a high-speed tour anything like that where we might risk
tipping over at the airplane especially the high wing airplane for the gears a
little bit in there or thing as Araki's got a pretty wide gear stance lot less
likely to tip over in a crosswind and we're Rassman correction with the runs
will cross the whole trail line here stop torrenting checklist and of course
part that we are clear of runway five adventists
it stopped here hit our rpm back to it good nice smooth title I just traffic
Cherokees here so whiskey clear runway five and traffic are so a couple key
factors to review here remember we're going to add half gust factor on final
approach at 12 not win with an 18 not gust we're going to add three nuts to
our final approach speed keep us higher above stall speed as we come up get
close to the runway about a quarter mile final certainly before we cross the
threshold of the runway you want to transition from a crab to a wing low
method which means left rudder in this case right aileron to bring that right
wing down bring that right bank into the equation. So we know right crosswind
that way we can sides them through the air to the right and we track
straight down the runway centerline. Touchdown the right wheel first then the
left wheel and as we roll out when you slow down we'll slowly increase that
right rudder pressure to pin that right wing down to the ground and not let the
wind pick it up. We'll roll out maybe get rid of our flaps to help the airplane
stick to the ground and lose some that lift,
apply light brakes to help us slow down, and and also stick to the ground a
little bit better, and as we're rolling out that left aileron ring down will
help yaw the airplane to the left since the wind is pushing the tail to the left
in making the airplane yaw right. We'll probably self to use some left rudder to
track centerline of course as well. If you have any questions still, go ahead
and review the written portion of this course and then review the video before
taking the quiz. Good luck on the quiz thank you very much for watching and
safe flying!