Crosswind Landing KCNO

[Kregster]

Did a few crosswind landings at KCNO when the winds picked up the other day...

 

Enjoyhttps://www.youtube.com/watch?v=Au_eYTcPRW8

 

 

[Happyflyer]

Looks like you have got the technique down pat. Well done.

 

 

[Guest Howard Hughes]

All this video stuff, sure must make the debrief easy!

 

 

[Kregster]

Looks like you have got the technique down pat. Well done.

Thank you Sir....!

 

 

[Kregster]

All this video stuff, sure must make the debrief easy!

LOL... Cuts both ways... Cant use the old "Sun was in my eyes" !

 

 

[ayavner]

Nicely done! Though gotta say i would prefer the engine noise and hearing the conversation instead of the music. What are you flying there?

 

 

[Guernsey]

Cross wind landings I have no problems with, neither turbulence, down drafts or even wake turbulence but I do have problems with smooth air, 10 knots straight down the runway and everyone watching from the clubhouse. I always seem to stuff them up.

 

Alan.

 

 

[facthunter]

Don't wish to prick the balloon but the drift you are having doesn't appear to be commensurate with what I would expect with those winds quoted. There is a direct relationship with crosswind component and groundspeed and crab angle, and you can calculate it, but winds can vary from one end of the runway to the other.. If you use a bit of into wind wing down you reduce the crab but there isn't much of that used.. The crab you need is a good indicator of whether you are getting near your or the aircraft's limit. Your accuracy in achieving centreline alignment is very good. Nev

 

 

[Kregster]

Nicely done! Though gotta say i would prefer the engine noise and hearing the conversation instead of the music. What are you flying there?

Interesting, it is one of the few videos that I put to music.. I thought I would try something different... Thank you for the comment...

I am flying a 2010 PiperSport.. Love the plane, handles very well.

 

 

[Kregster]

Don't wish to prick the balloon but the drift you are having doesn't appear to be commensurate with what I would expect with those winds quoted. There is a direct relationship with crosswind component and groundspeed and crab angle, and you can calculate it, but winds can vary from one end of the runway to the other.. If you use a bit of into wind wing down you reduce the crab but there isn't much of that used.. The crab you need is a good indicator of whether you are getting near your or the aircraft's limit. Your accuracy in achieving centreline alignment is very good. Nev

Nev, I am Interested in hearing more about what indication you would get prior to "reaching your aircrafts limit"... Are you suggesting that the "wing down" approach would either be sufficient or not and once it is not then you have exceeded the limit of the aircraft? As you probably gather, I am low-time pilot and am very interested in improving those skills. As always, appreciate the response and comments...

 

 

[facthunter]

. I will not advise on a forum something like a recommended technique for you personally, but the "drift" can be countered by crabbing as you do when flying a cross country track or by wing down into wind which is a sideslip and causes extra drag. Both can be used on an approach. Usually crabbing to a fairly low height (flare) and lowering the wing afterwards IF needed to maintain centreline, or use a combination of both in the latter part of the approach. Often the amount of wind effect diminishes nearer the ground so it gets a bit easier, if you are lucky.

 

Deriving X-wind from crab angle can be done using the 1 in 60 rule, and it is dead easy if you are approaching at 60 knots and the wind is across the strip, Say the wind is 10 k, you will have an average crab angle of 10 degrees and you will vary it a little to hold the centreline.

 

The actual crosswind the plane can achieve depends a lot on the skill of the pilot, but it is limited in the final assessment buy the amount of bank, you can hold on near the ground without hitting the wingtip, or flap (or engine in some multi's) on the ground and the effect of the rudder. You can end up with insufficient rudder effect..

 

Often in training you won't get a day with sufficient crosswind to practice near the limit. You need the right day.

 

Landing on the into wind wheel is often required, and once on the ground you still have to be able to keep it straight down the centreline under the conditions you have landed with. If the runway is wet you reduce the x-wind figure. Nev