We Help You Pass
Our free online study guide really works. You can study for your FAA private pilot ground school exam right now. For more info about the 4VFR.COM project, click here. You can find a daily update log here.
Live ATC Audio Streams
Tune into live air traffic control frequencies from North America. This feature requires Real player. Start listening to ATC now!
Reference Library
Our glossary lists and databases have grown quickly. I am working to create an on-line reference library to tie together all the loose ends. You can check out what is currently available in the library
FAA Practice Exam - New!
Introducing our newly enhanced practice exam. Now with figures!. Take a test a day for a week, and I guarantee you will do better on your exam. Get Started Now!
Show your support for 4VFR.COM - Link us. Bookmark us. Tell your mother about us. Press CTRL-D to bookmark this site now!. Check out one of our proposed T-Shirt Designs.
Feature Article: Crosswind Landings
References: AC 61-21, Airplane Handbook and Flight Manual
Recommended speeds or 1.3 Vso + 10 and - 5 knots plus gust
factor, within 400 feet past selected touchdown point
- The oral explanation may take place of actual execution.
To demonstrate ability to fly a ground track airport pattern which
compensates for wind.
- Able to correct and hold final approach path, within 5 knots
of approach speed, in a slip.
- To allow no drift during flare, and to fully apply ailerons
on the ground. Touch down to be within 400' of a given point.
- Maintains directional control and yoke position throughout
approach, landing, and taxiing.
Be able to explain how the pattern, turns, configuration,
and coordination of controls differ from a normal landing.
The basic element of crosswind landing skill is the automatic
application of "Dutch roll" on final. Without this training
as a base little can be achieved. The next most important element
is being able to fly the airport pattern as a ground reference
maneuver to make possible a safe entry into final approach. You
should, as you copy an ATIS, diagram the wind direction and velocity
as a vector toward the landing runway. Basic knowledge of winds
also tells us that wind velocities normally decrease with altitude.
There is a wind a 1000' that differs from that at 500' that differs
from that at 50' that differs from that at 5'.
In the airport pattern on downwind it is vital that you do
not allow the wind to drift you inside the normal pattern. Such
a situation will necessitate tighter than normal turns to final.
This is the situation that leads to the so called deadly downwind
turn. If this occurs, don't attempt to salvage the situation,
go around. A cross wind velocity of up to 15 knots can be handled
with 20 degrees of flap. Beyond 15 knots don't use any flaps.
In the C-150 once the nosewheel leaves the ground the engineering
geometry allows the wheel and faring to align with the wind. Regardless
of the rudder position the wheel is centered into the relative
wind. This means that during any landing, while it is better not
to let the nose wheel touch before the mains, no critical loss
of control is likely to occur because of the nose wheel. (Not
so with Pipers)
In a crosswind it is better to have a slightly longer than
normal final approach. A 90n degree crosswind give you an effective
zero head wind. With limited or no flaps your angle of descent
will be less than normal. It becomes desirable to maintain power
at 1500 since the prop blast adds to the effectiveness of the
rudder. If, after holding full rudder, you are unable to keep
the line of rivets on the nose parallel to the runway center line
you must increase the rudder effect available by increasing airspeed
and possibly power. If the nose rivets cannot be kept parallel
to the runway center line then the crosswind exceeds the landing
capability of the pilot and plane. This happens. Go somewhere
else or even request landing on a cross taxiway.
Common faults during crosswind landings are several. The common
fault of coming in too close on downwind at a small airport is
accentuated in a crosswind situation. Turn downwind and hold that
leg twice as far away as you think you should and you will probably
be right. Extend your downwind leg and don't get blown in. Set
up your final approach slip as far out as possible and hold it
all the way to the ground. Leave your power in until just before
touch down as an aid for dealing with gusts. Don't hurry just
because you are close to the ground. Slowly reduce the power to
settle the plane and hold the yoke well over. The closer the wingtip
comes to the ground the less likely you are to be flipped by the
wind. Keep the plane rolling straight with rudder.
Because of the geometry of a Piper nose wheel it is vital that
the nose wheel not be allowed to contact the ground until the
rudder is centered.
Last Modified December 25, ©2025 TAGE.COM
