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Crosswind tutorial
By: Christopher L. Parker
Crab it or slip it, but don't avoid it! Four
steps to better crosswind landings
"I don't want to fly with that guy anymore. He almost ran me off
the runway," confided my good friend Dennis, a highly experienced
business-jet pilot. "Did he land long? I asked, knowing full well
that the Challenger can float halfway down the runway if you carry
too much speed on final.
"No, no, no," he said, "he almost ran me off the side of the
runway on account of the crosswind!"
Holy smokes! I thought. Here's a situation where a highly
trained, very experienced jet pilot couldn't muster the basic
stick-and-rudder skills to keep his jet from drifting perilously
close the edge of the runway. That's bad. In fact, that's
really bad. If the wheel of a 32,000-pound jet goes off into
the mud at 120 knots, that's a roller coaster ride you may not walk
away from.
The truth is, it really doesn't matter what size airplane you're
flying, crosswind technique is crosswind technique. Pilots who
don't learn how to cope with crosswinds early on never seem to
learn to cope with them--that's why it's so important to learn now.
So, with the sincere hope that you never go off into the mud, here
are four steps to help make your crosswind landings easier and
1. Get lined up early
You may have heard the old aviation adage "A great landing
starts 10 miles out." What that really means is that a great
landing usually follows a great approach. While a Chuck Yeager
might produce a great landing from an unstable, rickety approach,
the rest of us use the stabilized approach concept to give
us a fighting chance.
A stabilized app airline and business
aviation pilots have been using it for years. It's so important
they've incorporated it into their training programs and standard
operating procedures. Basically, a stabilized approach is an
approach where the airplane is lined up for the runway, on target
airspeed, on glide path (electronic or visual), and fully
configured for landing (flaps and gear down, propeller at high
rpm). The airplane should be stabilized at an altitude no less than
500 feet above airport elevation.
It's best to line up early on the extended runway centerline.
Here, the difference between heading and track becomes crucial.
Heading, of course, it the actual heading of the airplane, or
simply where the nose is pointed. Track, on the other hand, is the
course it follows over the ground--the actual flight path
referenced to the surface. In a no-wind condition, heading and
track are the same. But throw a little crosswind into the mix, and
you can see that the airplane will drift downwind as it
To compensate for this drift, you're going to have to point the
nose of the airplane into the wind slightly to set up a crab
angle or wind correction angle to maintain a straight
track. The amount of crab angle depends on the strength of the
wind. And don't make the rookie mistake of trying to line up by
putting the runway directly out in front of the windshield. If
there's a good crosswind, and you're holding a crab, the runway may
no it could easily be at your 11 or 1 o'clock
position. The nice thing about flying with a wings-level crab angle
(as opposed to a side slip with opposite rudder) is that it's much
more comfortable for your passengers.
How do you know if you're on the extended runway centerline?
That's another troublesome issue for students. One easy way to tell
is to compare the far end of the runway to the near end. If the
ends are positioned vertically, with the far end centered above the
near end, then the airplane is on the extended centerline. However,
if the far end is to the right of the near end, the airplane's to
the right of the centerline. Conversely, if the far end is to the
left, the airplane's to the left.
Another thing to keep in mind is that usually, you'll need less
crab as you descend toward the runway, because the wind speed is
being reduced by surface friction. However, if you're flying over a
flat surface, like desert or water, the wind speed may not decrease
as you descend. In that case, you may have to land with the full
force of the crosswind at the surface. Moreover, surface inversions
can cause a noticeable change in wind speed and direction during
2. Use partial flaps
This is one of the best-kept secrets of crosswind landings, and
surprisingly, many pilots don't even consider it! Since most
general aviation airplanes have landing distances of fewer than
2,000 feet, runway length is rarely a factor even with partial-flap
landings. For example, the pilot's operating handbook (POH) for the
Cessna 172P states that for a flaps up landing you should
allow for a 35-percent increase in landing distance. That's
insignificant if you're landing on a 5,000-foot-long runway.
In a crosswind or gusty situation, however, full-flap landings
can be more trouble than they're worth. This is because fully
extended flaps present a larger surface area for that crosswind to
affect, blowing you around. Flaps catch the wind just like a kite.
Now while it's true that flaps lower your stall speed, allowing for
a slower approach speed, you may not necessarily want that.
Besides, that benefit usually comes at some intermediate flap
setting b any further flap extension generally
just adds drag. But don't just take my word for it, read what the
manufacturer has to say in the POH. Here's an excerpt from the
Normal Procedures section of a popular four-seat general aviation
airplane: "Normal landing approaches can be made with power-on or
power-off with any flap setting desired. Surface winds and
air turbulence are usually the primary factors in
determining the most comfortable approach speeds." (Italics
Plus, with partial flaps, your approach speed will have to be
little faster. In the example above, along with the 35-percent
increase in landing distance, the POH also recommends adding 7
knots to the approach speed for a no-flaps landing. In fact,
assuming runway length is not a factor, adding extra airspeed is
not a bad idea for any landing with crosswinds or gusts--with or
without flaps. That's because a faster approach speed means better
airplane control, especially lateral (or roll) control. In other
words, with more airspeed, your ailerons will be more
responsive--exactly what you want if gusty crosswinds are blowing
you around. Just don' coming in 15 or 20 knots
faster than the recommended approach speed can cause problems. You
will eat up more runway during the landing flare, and are subjected
to crosswind effects for a longer period of time as you float--and
float--down the runway.
3. Touch down on one wheel only
This seems like a no-brainer, but surprisingly many pilots just
can't drive themselves to do it. Landing on both main wheels is
fine when the wind's straight down the runway, but it's not
desirable or safe when there's a crosswind. That's because you'll
be touching down while the airplane's moving sideways or drifting
downwind. Touching down while in a drift can cause damaging side
loads on the tires, wheels, and landing gear--not to mention you
and the airplane, if it results in a loss of control.
The only way to touch down without sideward drift is to land on
the upwind wheel. The slight bank generates a slight horizontal
component of lift, which cancels the crosswind component. Of
course, the airplane seeks to turn when you bank it, so you'll have
to hold some opposite rudder to keep the fuselage lined up with the
runway. In other words, control drift with ailerons, control
heading with rudder.
Thus, one of the marks of a great crosswind landing is a
touchdown with little or no sideward drift. You're trying to touch
down in a wing-low sideslip, on the upwind wheel, with zero drift,
and with the longitudinal axis of the airplane (from the tip of the
spinner to the tail) parallel to the runway. Accordingly, this
crosswind landing technique is called the sideslip or wing-low
Therefore, at some point before touchdown, you'll have to
transition the airplane from a crab to a wing-low sideslip.
Depending on conditions, you could choose to do this at about 500
feet above the runway, or you could delay the transition until the
airplane is closer to ground. It's all a judgment call that depends
on the conditions at hand, your skills, and your comfort level.
When you do decide to transition, you'll do so by lowering the
upwind wing slightly, while simultaneously adding opposite rudder
pressure to keep the airplane's nose from turning. The resulting
bank should be adjusted to keep the airplane from drifting, and the
rudder pressure adjusted to keep the fuselage aligned with the
runway. If the crosswind component lessens because of surface
friction as you descend on your approach, you'll have to reduce the
amount of bank and rudder
flare and touchdown
should be made while holding these corrections. Because the upwind
wing is banked slightly, touchdown should occur on the upwind main
first, followed by the downwind main, and finally the
nosewheel.
4. Keep flying until you're stopped
Vigilance is the key here. A large number of pilots quit flying
the airplane once it touches down. But this is precisely when you
should be on the alert! Pilots let down their guard, become
distracted, and end up losing control of the airplane to a wind
gust. Never stop flying the airplane until it is shut down and
Consequently, you should hold those aileron and rudder crosswind
corrections until the airplane has slowed to taxi speed. As the
airplane slows down, the ailerons and rudder become less effective,
so you'll have to add more control deflection. Finally, whenever
crosswinds are involved, there are two figures in the POH you
should be familiar with. The first one is the wind component chart.
Given the wind speed and the angle between the wind direction and
the runway, this chart shows you the headwind (or tailwind) and
crosswind components. The use of this chart or its equivalent is a
must whenever there's any doubt about how much crosswind exists for
a particular approach and landing. Sadly, there have been more than
a few high-profile airline and corporate jet accidents caused by a
crew's miscalculations of tailwind or crosswind components where
the use of this simple chart could have saved the day.
The other chart you should be familiar with is the taxiing
diagram. This diagram shows the proper control positions to hold to
maintain directional control and balance while taxiing in strong
winds. This procedure should be memorized.
This is probably the most important tip of all: Learn to tackle
crosswinds early in your flight training. Sure, crosswinds present
some unique challenges, but they also allow you to savor the
satisfaction of a properly executed "one wheel" crosswind landing.
So, the next time the winds are blowing across the runway at your
local airport, grab your instructor and under his or her tutelage
go out and practice your crosswind landings until you've got them
nailed. Whether you're an aspiring professional pilot or a
recreational flier, you'll be making crosswind landings for the
rest of your aviation career.
Christopher L. Parker is a CFI and an aviation author,
speaker, and FAA remedial training specialist. He flies
internationally as a contract captain on a Bombardier Challenger
business jet and lives in Los Angeles.
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