One thing to note bud, and make sure your CFI stays on you about this. After touchdown, don't relax those controls. Keep the yoke aft of neutral, but most importantly, keep increasing the crosswind deflection! If you don't, a gust after touchdown WILL pick the wing up... then it is pretty hard to come back from that. Lastly, the reason for keeping that yoke back is because your flaps are still down. Releasing the yoke will cause the weight to shift to the nosewheel. With the flaps down you can actually have more weight on the nose than the mains allowing the back to skid or lift into the crosswind. I personally have seen FOUR cirrus sr22 end up in a ditch this way. Keep learning, keep trying to safely challenge yourself... maybe not 33 knots though until you have a couple hundred hours :)
In 1978 I took my 6 hour long cross country, I went from Brewer Maine, to Presque Isle, from Presque Isle to Portland Maine, back to Old Town Maine, and then to my home base at Brewer Maine. When I came in over the power lines, the wind was 24 gusting 30 knots, the distance from the power lines to the threshold is approx 100 feet + or - I landed in a headwind on the threshold. It is very tricky landing in strong winds, especially when you are not even signed off yet. It was 1978, I will never forget the ride. My Mom & Dad took pictures of me over the wires, and then on the ground, in N6754A a Cessna 150......Nice job in that 172 my fellow pilot....:-)
those power lines up there are a hit hairy. same with twitchells and those pine trees in limington. I'm based out of Sanford. its funny to think so many people dont get to see the beautiful Maine coastline in the way we do every day. maybe ill see you in the skies sometime soon!
I agree with your instructor. Nicely done. I reacall some of my early crosswind landings in a 172. One needed full rudder in one direction and heavy roll on the alierons opposite to keep the centerline on short final. Major crab-walk haha
A few weeks ago I landed the same runway pretty spot on with a constant direct crosswind of 23ish knots in a 152 that learn2fly recently aquired. BUT My instructor had to take over when a gust tossed us right back up after I thought I had all 3 wheels firmly planted. It pushed us 10ft to the right and he used all of the rudder available to get it back down on center line. Very good job keeping it in line. 33 knots direct crosswind is not really a joke for an airbus never mind a 172.
That was a damn good landing. I remember doing my last solo and Gainesville was my last cross country airport. Had to abort a take off and on the way to the home airport could not find smooth air at any altitude. Was not fun. The prop was making a Buzzsaw sound. The wind was about 20 something kts. Might not seem like alot but I was not used to it and it was unnerving
Awesome! Nicely done. Some people misunderstand gust crossing… it does not mean a crosswind constantly wind. Wind shears are the worst. You definitely trust your skills and make it done . The proof is here! Again, nicely done mister 👍🏻🍺
Great landing, well done! Would you be okay with me featuring it in my series Weekly Dose of Aviation? Of course you will be credited both in the video and in the description. Thanks!
It’s been many years since I’ve flown but when I got my PPL in the mid-80’s flying the 152 and 172 my instructor loved calling for crosswind landings that were on par with this in the smaller 152 that we were usually in. There’s always the go-around, and he told me if you can get on the runway but can’t get the wing to break over to get 3 wheels down initiate a touch-and-go. He gave a good demo and I did lots of them as PIC. Final approaches were like riding a bucking bronco with the bottom dropping out suddenly here and there but a lot of fun, and sure enough at least a couple of times we made the runway and rolling out but could not get 3 wheels on the ground, firewalled the throttle and went around. Given the options I had and felt confident executing- missed approach go-around or touch-and-go, I never felt unsafe. I know there are limits to how much crosswind a small Cessna can take, and I was on top of the info at the time so as not to get killed, but I was quite impressed with what the plane could handle. I’ll take a heavy crosswind over a tailwind. I had that too when I hung out doing touch-and-goes under special VFR with a storm I could see about 10 miles away--Kansas you can see far. Figured still out there, one more and bring it in. On final the wind shifted, sped me up and I used up about every bit of runaway at Philip Billard. I was getting pushed into the ground just like that. Anyway..
@@IzzyFlys1 Because the demonstrated crosswind component for the C-172 is 15 knots. If you had a 33 knot crosswind, you would have never been able to hold the centerline. Not even close. Those winds were far less when you landed in your video. Far less.
@@IzzyFlys1 I certainly did. This doesn't mean that it is any way correct for the time that your airplane touched down. If you actually had a 33 knot crosswind, your airplane would have been pushed off the runway and you would not have been able to control it. Hence the commentary of those with more experience that say there's no way you landed a C-172 with a 33 knot crosswind at the time of your touchdown. It's really quite simple. You can tell the crosswind component at the time you landed was less than 15 knots, as you had the ability to hold the airplane on the centerline using the rudder and you weren't even maxing out the rudder, as you were able to move the longitudinal axis of the airplane right AND left using the rudder. KHFD sits in a bowl due to the flood protections installed there and the wind can settle down well as you get below the burm that is located to the right of the airplane when seen in your video. This is likely why you were able to perform your landing in a reported possible 33 knot gust factor crosswind. Trust me, if you do land an airplane in a crosswind situation that is more than the crosswind component limitation of the airplane, you'll find the airplane reacts very differently than what you experienced in your video. It's also considered a dangerous thing to do, and you might have considered landing the aircraft on the cross runway (11/29) at KHFD that day. To more than double the possible crosswind component of an aircraft and choose to perform the landing is simply asking for lots of trouble. In any commercial airline operation, it would have been considered an illegal landing. You might want to ask your instructor what his point was placing you into a position that could have gone much differently, and what you might tell the FAA when they would have come knocking on your door as to why you would be practicing such poor judgement and for what benefit, should you have been pushed off the runway, or maybe worse, flipped over. In an emergency, I guess it could be potentially justified, although again more than doubling the demonstrated crosswind component of an aircraft most likely places it above the total limitation of the aircraft and would also require you to perform some additional tricks that you did not attempt in your video to make it actually successful. I hope you enjoy your flying experiences. The aviation community is a great one and you'll find that most are there to help. Please stay safe and remember, its an unforgiving environment that you've chosen to play in. Getting injured or possibly killed would be a really unfortunately thing. You can have an unlimited amount of fun flying airplanes, as long as you do it with the respect it deserves, including respecting yourself to not place yourself into a position that would potentially end poorly for no real benefit.
@@terraholdingco I appreciate your comment and few things to mention I did have rudder full pinned to firewall throughout whole landing the wind up at altitude was greater than reported at airport I’ve landed multiple times in Wind greater than 25kts and this landing definitely felt greater in strength also wind check from tower comes from below burm measured on field so it is pretty accurate and on this day winds were constantly blowing , during latter part of day it increased closer to 40hrs, however this flight due to my instructor and I’s proficiency were confident in making safe practice and that’s why we vocalized of at any time it felt out of control we would go around, I expressed to my instructor that although I wouldn’t want to takeoff into these winds for no specific reason if I was landing at an airport and winds were higher than forecasted I wanted to have experience in doing so
Terraholdingco should almost get nominated for flight instructor of the year for their extensive comments below. What a great example of educating without condescending or scolding. To the OP congrats on taking and respecting the advice. A sense of humility is the most important trait a pilot can posses.
Luke, thanks for the nice comment. I really appreciate it. Though, I doubt I'm at the flight instructor of the year level. I'm simply happy to help the videographer pilot if possible and would hate to see anyone in our industry get hurt for no reason. He's going to do great, and I think he'll find the rest of us in the aviation community to be the better part of society in general. Thanks again!
I would like to say that while not a pilot and will likely never be. I very much agree with you and appreciate what you had to say. While landing in a harsh crosswind like that is impressive. The survivalist choice would be to not to. Either find a more appropriate oriented field. Or don’t fly that day.
In 1970 as a student with maybe 20 hrs tops I had a similar incident with a Cesna 150. Super cross wind and driving sleet and and rain plus I really had not done many landings with power on yet. So I came in very slow with with the engine at idle. I had to sideslip in with the nose so high it was hard to see the run way through the snow and sleet. I managed to stay on the centreline and get one wheel down before turning myself round and plopping down. I am still here!
I did all my ppl training at learn to fly. I remember my cfi took me up as well on cross windy days in 7259F and 3133Q. I am now training in California and I miss HFD. Can't believe the TH-cam algorithm gave me a video from my old flight school.
Not buying it. C-172 max demonstrated crosswind is 17kts or 15kts depending on the model. You CAN land in worse. But hey, pilots… do you agree with me you’d need to lean waaaaaay more into a slip or crab than this plane is exhibiting. Your left leg would be feeling it by the time you got down. Think about how much you have to slip or crab into 15kts direct crosswind. No way this plane could maintain this attitude in 30kts.
I've landed cessna 172s in 25-26kt steady xwinds many times. I've landed my cessna 150 in steady winds of up to 22kts so far (didn't run out of rudder yet). Also landed Piper warrior in up to 26kt multiple times. (the above values were steady wind, not including gust factors) POH is only max DEMONSTRATED, not max the plane is capable of. But if you don't know how to fly such crosswinds, don't do it and stick to the POH recommended xwind or less.
I've landed LSAs in x-wind exceeding the thing's maximum rated x-wind component. Less nerding about numbers in the POH , more feel for it, balls&rudder. Ever drifted a car? Drifting a C-182 is to some extent simular, except you have additional control surfaces to control it. Btw, the angles of yoke deflection confirm the ~30kts xwind component. His right foot's floored and the yoke's over 50% to max left deflection - that's some serious x-wind.
best feeling in the world when on a checkride, the DPE is berating you constantly for aggressively "over working" the flight controls and your altitude and airspeed are all over the place. After a while they are frustrated and take the controls to show you how it's done and they go, "Oh", and give the controls back and the rest of the flight goes well with lots of aggressive control inputs.
I can land a Cessna 150 in 22kt wind (gusting too) with a little rudder to spare. I've landed a Piper Cherokee in 26kts multiple times, and landed Cessna 172 in about 25kts. I also landed an R44 helicopter in 40-44kts, had no tail rotor authority in the hover and had to sidestep. Not recommended, but when you know the limitations of the aircraft and how to handle them properly, many aircraft are more capable than people realize.
@InvictusAG it's not a flex, it's about proving that just becasue the POH says 15kt max DEMONSTRATED, doesn't mean that is the limit of the aircraft. the limit as I see it is defined by rudder authority. the point at which you run out of rudder travel/authority to control the xwind is the limit. But not everyone is ready or able or should seek to fly at the limit. And when faced with strong xwinds like that, you need to be prepared to find a runway more aligned with the wind as well, even if that means landing at a different airport. Also, landing in high winds like 20+kts as opposed to 10kts is no different at all if a steady wind. Add variable wind speed and direction or gust factors and now it get tricky for people. But if you can do a 10kts steady xwind, 15-20kt steady xwind should be the same skill assuming the aircraft can handle it.
I thought my CFI had a big brass set when he let me solo in a 20 knot crosswind! Kudos both to the pilot and calm instructor. To me it looks kind of like the right foot had the rudder pinned to the floor while the nose was still pointing to the left of the runway to keep the aircraft on course, so I do believe it was over 20 knots during the approach. Wonder if the large berm and trees on the downwind side (to the right) help at all to reduce the wind velocity at the runway? And, also very good to have the cross runway at the touchdown point as the worst part of a crosswind landing is often about how the wind gets crazy being squeezed between the hangers and such on the upwind side.
Nice work. Ignore the Shirleys bleeting about the maximum demonstrated crosswind component - they apparently don’t know that’s simply what was flown and thus “demonstrated” for certification. Fly the plane, internalize that every approach is a go around with a potential inadvertent landing, and be conservative in your ADM.
Retired Bush Pilot and aerobatics CFI here. That is a constant 20 knot, you didnt get a gust to 33k, LUCKY YOU. I had to land C150's and C172's and others at over 25k many times. It is a lot more crabbing and then the straigtht slip to touchdown much more banking into the wind. I had 3,500 feet of runway. Used 3k to full stop most times, 25 knot winds dont let you brake too much, the windward tire start slipping and screech even with full aileron, You need double of an over 50 feet obstacle landing. That is why most overshots happen on crosswind landings.
Those types of landings are always (well, with exceptions) a good time. Keeps the ole sphincter muscle in check. But on a serious note, it did appear that there were some gusts in that video. Whether it was the reported 32 knots is anyone's guess, but I'd agree that it didn't hit the full 32 knots at any point on the roundout and flare portions. Like yourself, I've done these countless times (and actually enjoy doing them) and they certainly do have you use up quite a bit of runway. Personally, I like to carry quite a bit of extra speed and touch down a bit faster doing these so I have that extra control authority. It reminds me of one time I landed in a direct 12G32KTS crosswind (and it was every bit of that) in a Cessna 150 at a 23 foot wide runway and about 3,300' long. I was thankful I carried that extra speed because I had to use full lock of aileron from side to side at least half a dozen times while in ground effect to keep it from rolling. Good times...
Been in it once, my instructor said we were actually over the wind limits but obviously had no choice but to land, dang near kept a 45 degree bank the whole time. Cross winds so bad we had stall horn going off at 75 knots (wasnt stalling just wind shifting)
That's the way I was taught. It's a lot of work trying to hold that correction. Just let the airplane do its thing, and correct it going into the round-out. Fantastic landing though, great work!
Yes, also when you progress to instrument approaches, you aren’t going to be slipping in the clouds so you will have to switch to a slip on short final at that point anyway. Might as well learn that way early.
well wind is 90 degrees from runway they are landing on, and its gusting 33. 90 degrees means the whole wind vector is a crosswind. so it is indeed a 33 knot crosswind.
@@limitedkanji yeah but max crosswind component for a 172 is 15kts. Just watching the video and knowing that, I think the pilot was fortunate that he caught the wind during a lull. At a full 33kts his nose would have been pointing at the control tower lol.
@@limitedkanji yeah but max crosswind component for a 172 is 15kts. Just watching the video and knowing that, I think the pilot was fortunate that he caught the wind during a lull. At a full 33kts his nose would have been pointing at the control tower lol.
@@mattschwartzstein3159 Max Demonstrated XW isnt a limitation though. You may be right, but ive landed the 172 in a 28kt XW and while it was sketchy and i drifted on the rwy, its still possible.
Glad you landed safely. I’m an aspiring pilot with only passing my written and my first ? was what? my second was what’s the crosswind component? I must add… seeing this video makes me wanna get behind the yoke so bad! Thank you for posting.
The max demonstrated x-wind component is NOT a limitation! Lots of overconfident student pilots in this comment section! I myself had to land in a 18G29kt direct crosswind during one of my early solo flights when I did my PPL.
The title is a bit misleading. The wind was 290 at 20 gusting to 33. Approaching 02, the nose would be pointing way way more to the left with that much cross wind. That looked more like 10 kts.
To all the doubters, I also had to land our 175 in a 27kts gusting to 32kts at 45 degrees. They will definitely land in more than what the book says. Luckily I had a wide runway and was able to have some room for drift
It’s not about what the plane can do, it’s about the CFI risking losing his insurance allowing the student to operate it outside of its rating for xwind component. Ballsy, the landing as well as posting the video on the internet.
@@brandonroberts8008 it isn't risking anything for insurance. You need to learn this with an instructor, not when you get I to a situation where you don't have any other options. My dad had a student who couldn't get x-winds, so he took him out in 20 mph winds and did circuits until he was very proficient at it. Due to proper training, I respect winds, but don't fear them.
@@jimhayden7132 I understand the training aspect, but there’s not a flight school in the country that can operate outside published limitations and retain their coverage, so it IS an insurance issue. I didn’t say I agree with it, but it is the only thing stopping most schools from teaching the real life scenario. My 182 has a 15kt xwind component, I’ve put it down in 20. Insurance needs to chill out if CFI is in the plane.
Although it may not appear like there is watch the VSI to give you a rough idea of the gusts the GoPro stabilization makes it look like it’s calm winds sometimes lol but also the rudder was too the firewall the whole approach
For any of you talking absolute shit about it not being a 33knot crosswind, first you clearly hear the wind report right before touching down. 290 at 20g33. They landed on runway 2 which makes it a perfect direct crosswind. So from that report, they had at least a 20 knot direct crosswind. The max demonstrated is 15 knots, but that doesn’t mean that it can’t do more than 15. Simple means that for the average pilot with average skills, 15 knots should be the limit. Now if you’re more experienced and have other trucks up your sleeve, you can land in much worse conditions. Do I recommend flying out knowing that you’ll have some crazy crosswinds like this? No. But it can be done. For all or you 14 hour student pilots who are talking out of your ass saying that the plane can’t land over 15 knots. You got a lot of learning left to do.
Were you landing on rwy 2 by choice? Brainard has a runway 29 that would have directly in line with the wind. Why not use that?? I know you do get a bump going over the dike when landing on 29 with a moderate wind. Nice job on the landing.
I love flying xwinds, hate calm days except that I can do the most perfect landings you ever saw. I fly the xwind until i run out of rudder. If I still have rudder left I don't switch runways (or if it gets really nasty and gusty and hard to control).
I remember shortly after soloing, in a 152 with a 15 to 20 xwind on an snowy icy runway. Had to go around on the first try and gather myself. Finally landed and when turning on the taxiway, the wind was literally blowing me off the taxiway, tires sliding on the ice. Stopped just before the prop hit a snowbank, ATC yelling at me to get the airplane off the taxiway entrance. Practically shting myself, didn't want to damage the airplane... lol
It's unfortunate how much folks in aviation feel the need to armchair pilot/engineer/NTSB anything they see anyone doing. There's a difference between techniques and procedures, and I hope more folks realize this rather than flexing their ratings to try and win an argument with a stranger. Great approach, sideslip, touchdown, great job maintaining your cross control throughout the rollout, etc. Either you've already flown tailwheels, or you should give it a shot. You'd make a great stick and rudder pilot. Take this comment section as a learning experience for posting stuff like this and always pick your battles wisely. 😁
Well done putting it down and getting to remain alive. Why did you choose to land in a crosswind over the planes limit? Certainly finding an airport with a better orientated runway would have been the survivalists choice.
Good technic but poor judgment. In anyway... I remember one my flight with instructor on C172 in he was using FULL rudder with crosswind about 20knots. So, in real 33knots crosswind you will even have no chances to flight straight to runway before/during touchdown.
Airplane will tell you: The AILERON BANK that corrects the DRIFT on approach, on roll out, IS in the same direction to utilize the ailerons YAW, for DIRECTIONAL CONTROL, as the puny VERTICAL rudder stalls, as relative wind shifts to the field Xwind. The larger Ailerons will always overpower rudder and brake on roll out. Rule of thumb; On roll out…always maintain AILERONS proportionally & opposite the needed rudder. R Fuchs CFI 1507987
Was that really 33kt crosswind? I could totally see 33 head+ cross, but there’s just no way a 172 could correct for so much straight crosswind so well. If it was 33 crosswind, absolutely insane
Thank you. You are absolutely correct. Something is fishy here. On short final there is basically no crab angle, yet the plane stayed on the center line. Just more fake nonsense on YT.
I was thinking the same thing. For a crosswind anywhere near 33kt, I would expect a lot more slip and some crabbing into the wind on touchdown followed by some drama getting directional control stabilized once all three wheels are down.
@@petepeterson5337 bro for a 172 I’d expect him to have to use swinging the plane beyond the rudder’s critical AOA in order to get close enough to straight to not flip😂
Excellent video, Bro! Can i use it as part of my video for my channel? You will be credited in the video. and you get a backlink to your original video in my description.thanks
As a student we landed a DA20 in 22 gusting 32 and then switched runways and practiced crosswind component landings of 17 gusting 25 Really good confidence building practice and actually a lot of fun - with a competent CFI of course
Good practice but I would not be a slave to the centerline. In those winds in a lightly loaded Cessna I'd be landing 30 degrees across the runway, especially with that runway width.
I can land a Cessna 150 in 22kt crosswinds, comes down to understanding the aerodynamics of what is going on, and knowing the limitations of the aircraft.
This is what I find so frustrating talking to different pilots, instructors since returning to flying this year after a break. Some will say never try a direct xwind landing even close to 15kts, those are for only the few of the best and anything above forget about it. Then others fly in winds like this. It makes it difficult on a new xwind and gust personal limit to set for myself... guess I will slowly just start flying in more challenging winds and work on it...
Id say in my opinion it be really tough to fly more than let’s say 200nm if Personal Minimums we’re under 15kts only because weather/winds can change so fast you could take off with 6kts and be 10 miles away and it switches to 10 gusting to 18 I’d say this amount of wind in video was alittle much but glad i had the Experience and feel comfortable with higher winds
Go up with an instructor in these conditions to make yourself more comfortable dealing with them if you ever have to. For me, flying on a day with 20+ knot crosswinds is enjoyable because I get to maintain my skills. I am an instructor who has all of his students do 20kt+ gusty crosswind landings before I will endorse them for their checkride. We usually do this at least twice.
That was a damn good landing for any pilot, especially a student pilot! props to you and your instructor.
I flew with some stiff winds in my PPL training and it's great experience. Never as extreme as you so nicely done!
Much appreciated
One thing to note bud, and make sure your CFI stays on you about this. After touchdown, don't relax those controls. Keep the yoke aft of neutral, but most importantly, keep increasing the crosswind deflection! If you don't, a gust after touchdown WILL pick the wing up... then it is pretty hard to come back from that. Lastly, the reason for keeping that yoke back is because your flaps are still down. Releasing the yoke will cause the weight to shift to the nosewheel. With the flaps down you can actually have more weight on the nose than the mains allowing the back to skid or lift into the crosswind. I personally have seen FOUR cirrus sr22 end up in a ditch this way. Keep learning, keep trying to safely challenge yourself... maybe not 33 knots though until you have a couple hundred hours :)
Much appreciated Thanks for tips
In 1978 I took my 6 hour long cross country, I went from Brewer Maine, to Presque Isle, from Presque Isle to Portland Maine, back to Old Town Maine, and then to my home base at Brewer Maine. When I came in over the power lines, the wind was 24 gusting 30 knots, the distance from the power lines to the threshold is approx 100 feet + or - I landed in a headwind on the threshold. It is very tricky landing in strong winds, especially when you are not even signed off yet. It was 1978, I will never forget the ride. My Mom & Dad took pictures of me over the wires, and then on the ground, in N6754A a Cessna 150......Nice job in that 172 my fellow pilot....:-)
Thanks Sir and Yes anything above 20kt in these they start to get bounced around but I like the challenge
Thank you for sharing your experience Sir
those power lines up there are a hit hairy. same with twitchells and those pine trees in limington. I'm based out of Sanford. its funny to think so many people dont get to see the beautiful Maine coastline in the way we do every day. maybe ill see you in the skies sometime soon!
I agree with your instructor. Nicely done. I reacall some of my early crosswind landings in a 172. One needed full rudder in one direction and heavy roll on the alierons opposite to keep the centerline on short final. Major crab-walk haha
You could tell the controller was excited to see you try to land when he gave you the wind. Surprised he didn’t say good job before handing you off!
Oh they asked for pirep once I was off the active 😂 they knew it was a heck of a ride
A few weeks ago I landed the same runway pretty spot on with a constant direct crosswind of 23ish knots in a 152 that learn2fly recently aquired. BUT My instructor had to take over when a gust tossed us right back up after I thought I had all 3 wheels firmly planted. It pushed us 10ft to the right and he used all of the rudder available to get it back down on center line. Very good job keeping it in line. 33 knots direct crosswind is not really a joke for an airbus never mind a 172.
Yep this is 25q one of There planes aswell
That was a damn good landing. I remember doing my last solo and Gainesville was my last cross country airport. Had to abort a take off and on the way to the home airport could not find smooth air at any altitude. Was not fun. The prop was making a Buzzsaw sound. The wind was about 20 something kts. Might not seem like alot but I was not used to it and it was unnerving
Awesome! Nicely done. Some people misunderstand gust crossing… it does not mean a crosswind constantly wind. Wind shears are the worst. You definitely trust your skills and make it done . The proof is here! Again, nicely done mister 👍🏻🍺
Great landing, well done! Would you be okay with me featuring it in my series Weekly Dose of Aviation? Of course you will be credited both in the video and in the description. Thanks!
Yes, of course!
Butter landing! 🛬🧈👏🏻👏🏻💪🏻🤩 👋🏻 Greetings from 🇪🇸 Spain.
Heyy there 👋 Much Appreciated!
It’s been many years since I’ve flown but when I got my PPL in the mid-80’s flying the 152 and 172 my instructor loved calling for crosswind landings that were on par with this in the smaller 152 that we were usually in. There’s always the go-around, and he told me if you can get on the runway but can’t get the wing to break over to get 3 wheels down initiate a touch-and-go. He gave a good demo and I did lots of them as PIC. Final approaches were like riding a bucking bronco with the bottom dropping out suddenly here and there but a lot of fun, and sure enough at least a couple of times we made the runway and rolling out but could not get 3 wheels on the ground, firewalled the throttle and went around. Given the options I had and felt confident executing- missed approach go-around or touch-and-go, I never felt unsafe. I know there are limits to how much crosswind a small Cessna can take, and I was on top of the info at the time so as not to get killed, but I was quite impressed with what the plane could handle. I’ll take a heavy crosswind over a tailwind. I had that too when I hung out doing touch-and-goes under special VFR with a storm I could see about 10 miles away--Kansas you can see far. Figured still out there, one more and bring it in. On final the wind shifted, sped me up and I used up about every bit of runaway at Philip Billard. I was getting pushed into the ground just like that. Anyway..
Beautiful crosswind landing. Love all the aggressive left aileron, necessary to keep that side from lifting.
33kts xwind in a 172 ?? I think not
How so ? 😂
@@IzzyFlys1 Because the demonstrated crosswind component for the C-172 is 15 knots. If you had a 33 knot crosswind, you would have never been able to hold the centerline. Not even close.
Those winds were far less when you landed in your video. Far less.
@@terraholdingco did you hear the current wind report while on short final in video
@@IzzyFlys1 I certainly did. This doesn't mean that it is any way correct for the time that your airplane touched down. If you actually had a 33 knot crosswind, your airplane would have been pushed off the runway and you would not have been able to control it. Hence the commentary of those with more experience that say there's no way you landed a C-172 with a 33 knot crosswind at the time of your touchdown.
It's really quite simple. You can tell the crosswind component at the time you landed was less than 15 knots, as you had the ability to hold the airplane on the centerline using the rudder and you weren't even maxing out the rudder, as you were able to move the longitudinal axis of the airplane right AND left using the rudder.
KHFD sits in a bowl due to the flood protections installed there and the wind can settle down well as you get below the burm that is located to the right of the airplane when seen in your video. This is likely why you were able to perform your landing in a reported possible 33 knot gust factor crosswind.
Trust me, if you do land an airplane in a crosswind situation that is more than the crosswind component limitation of the airplane, you'll find the airplane reacts very differently than what you experienced in your video.
It's also considered a dangerous thing to do, and you might have considered landing the aircraft on the cross runway (11/29) at KHFD that day. To more than double the possible crosswind component of an aircraft and choose to perform the landing is simply asking for lots of trouble. In any commercial airline operation, it would have been considered an illegal landing. You might want to ask your instructor what his point was placing you into a position that could have gone much differently, and what you might tell the FAA when they would have come knocking on your door as to why you would be practicing such poor judgement and for what benefit, should you have been pushed off the runway, or maybe worse, flipped over.
In an emergency, I guess it could be potentially justified, although again more than doubling the demonstrated crosswind component of an aircraft most likely places it above the total limitation of the aircraft and would also require you to perform some additional tricks that you did not attempt in your video to make it actually successful.
I hope you enjoy your flying experiences. The aviation community is a great one and you'll find that most are there to help. Please stay safe and remember, its an unforgiving environment that you've chosen to play in. Getting injured or possibly killed would be a really unfortunately thing. You can have an unlimited amount of fun flying airplanes, as long as you do it with the respect it deserves, including respecting yourself to not place yourself into a position that would potentially end poorly for no real benefit.
@@terraholdingco I appreciate your comment and few things to mention I did have rudder full pinned to firewall throughout whole landing the wind up at altitude was greater than reported at airport I’ve landed multiple times in Wind greater than 25kts and this landing definitely felt greater in strength also wind check from tower comes from below burm measured on field so it is pretty accurate and on this day winds were constantly blowing , during latter part of day it increased closer to 40hrs, however this flight due to my instructor and I’s proficiency were confident in making safe practice and that’s why we vocalized of at any time it felt out of control we would go around, I expressed to my instructor that although I wouldn’t want to takeoff into these winds for no specific reason if I was landing at an airport and winds were higher than forecasted I wanted to have experience in doing so
Landed with a 19 knot direct crosswind last Monday. It was a bit challenging but I learned a lot.
Terraholdingco should almost get nominated for flight instructor of the year for their extensive comments below. What a great example of educating without condescending or scolding. To the OP congrats on taking and respecting the advice. A sense of humility is the most important trait a pilot can posses.
Luke, thanks for the nice comment. I really appreciate it. Though, I doubt I'm at the flight instructor of the year level. I'm simply happy to help the videographer pilot if possible and would hate to see anyone in our industry get hurt for no reason. He's going to do great, and I think he'll find the rest of us in the aviation community to be the better part of society in general.
Thanks again!
I would like to say that while not a pilot and will likely never be. I very much agree with you and appreciate what you had to say. While landing in a harsh crosswind like that is impressive. The survivalist choice would be to not to. Either find a more appropriate oriented field. Or don’t fly that day.
A lot of what he said simply wasn't true so take a lot of it with a grain of salt. Another fellow instructor here...
In 1970 as a student with maybe 20 hrs tops I had a similar incident with a Cesna 150. Super cross wind and driving sleet and and rain plus I really had not done many landings with power on yet. So I came in very slow with with the engine at idle. I had to sideslip in with the nose so high it was hard to see the run way through the snow and sleet. I managed to stay on the centreline and get one wheel down before turning myself round and plopping down. I am still here!
I did all my ppl training at learn to fly. I remember my cfi took me up as well on cross windy days in 7259F and 3133Q. I am now training in California and I miss HFD. Can't believe the TH-cam algorithm gave me a video from my old flight school.
Nicee who was your cfi
John was my cfi. I took my practical test with Bob Nardielo. How about you?
@@lifeofbassman7228 dean and Daryll Smith
@@IzzyFlys1 dean did my checkout flight for my first solo
@lifeofbassman7228 nicee
And that is how you do that! Well done indeed!
Not buying it. C-172 max demonstrated crosswind is 17kts or 15kts depending on the model. You CAN land in worse. But hey, pilots… do you agree with me you’d need to lean waaaaaay more into a slip or crab than this plane is exhibiting. Your left leg would be feeling it by the time you got down. Think about how much you have to slip or crab into 15kts direct crosswind. No way this plane could maintain this attitude in 30kts.
Agreed. Was going to make the same comment regarding the C-172's maximum crosswind component.
I've landed cessna 172s in 25-26kt steady xwinds many times.
I've landed my cessna 150 in steady winds of up to 22kts so far (didn't run out of rudder yet).
Also landed Piper warrior in up to 26kt multiple times.
(the above values were steady wind, not including gust factors)
POH is only max DEMONSTRATED, not max the plane is capable of. But if you don't know how to fly such crosswinds, don't do it and stick to the POH recommended xwind or less.
I've landed LSAs in x-wind exceeding the thing's maximum rated x-wind component. Less nerding about numbers in the POH , more feel for it, balls&rudder.
Ever drifted a car? Drifting a C-182 is to some extent simular, except you have additional control surfaces to control it.
Btw, the angles of yoke deflection confirm the ~30kts xwind component. His right foot's floored and the yoke's over 50% to max left deflection - that's some serious x-wind.
best feeling in the world when on a checkride, the DPE is berating you constantly for aggressively "over working" the flight controls and your altitude and airspeed are all over the place. After a while they are frustrated and take the controls to show you how it's done and they go, "Oh", and give the controls back and the rest of the flight goes well with lots of aggressive control inputs.
Yikes! Nice job! I did some pattern the other day with 15 knts xwind (also in a 172) and I thought that was tough... 20-33 I can only imagine.
I can land a Cessna 150 in 22kt wind (gusting too) with a little rudder to spare. I've landed a Piper Cherokee in 26kts multiple times, and landed Cessna 172 in about 25kts. I also landed an R44 helicopter in 40-44kts, had no tail rotor authority in the hover and had to sidestep. Not recommended, but when you know the limitations of the aircraft and how to handle them properly, many aircraft are more capable than people realize.
@InvictusAG it's not a flex, it's about proving that just becasue the POH says 15kt max DEMONSTRATED, doesn't mean that is the limit of the aircraft. the limit as I see it is defined by rudder authority. the point at which you run out of rudder travel/authority to control the xwind is the limit. But not everyone is ready or able or should seek to fly at the limit. And when faced with strong xwinds like that, you need to be prepared to find a runway more aligned with the wind as well, even if that means landing at a different airport.
Also, landing in high winds like 20+kts as opposed to 10kts is no different at all if a steady wind. Add variable wind speed and direction or gust factors and now it get tricky for people. But if you can do a 10kts steady xwind, 15-20kt steady xwind should be the same skill assuming the aircraft can handle it.
I thought my CFI had a big brass set when he let me solo in a 20 knot crosswind! Kudos both to the pilot and calm instructor.
To me it looks kind of like the right foot had the rudder pinned to the floor while the nose was still pointing to the left of the runway to keep the aircraft on course, so I do believe it was over 20 knots during the approach. Wonder if the large berm and trees on the downwind side (to the right) help at all to reduce the wind velocity at the runway? And, also very good to have the cross runway at the touchdown point as the worst part of a crosswind landing is often about how the wind gets crazy being squeezed between the hangers and such on the upwind side.
HFD Is such a nice airport I love the approach over the river
I believe you did it 100%! And your not the only or the last person to do it. My instructor did it.
Nice work. Ignore the Shirleys bleeting about the maximum demonstrated crosswind component - they apparently don’t know that’s simply what was flown and thus “demonstrated” for certification. Fly the plane, internalize that every approach is a go around with a potential inadvertent landing, and be conservative in your ADM.
Retired Bush Pilot and aerobatics CFI here. That is a constant 20 knot, you didnt get a gust to 33k, LUCKY YOU. I had to land C150's and C172's and others at over 25k many times. It is a lot more crabbing and then the straigtht slip to touchdown much more banking into the wind.
I had 3,500 feet of runway. Used 3k to full stop most times, 25 knot winds dont let you brake too much, the windward tire start slipping and screech even with full aileron, You need double of an over 50 feet obstacle landing. That is why most overshots happen on crosswind landings.
Those types of landings are always (well, with exceptions) a good time. Keeps the ole sphincter muscle in check. But on a serious note, it did appear that there were some gusts in that video. Whether it was the reported 32 knots is anyone's guess, but I'd agree that it didn't hit the full 32 knots at any point on the roundout and flare portions. Like yourself, I've done these countless times (and actually enjoy doing them) and they certainly do have you use up quite a bit of runway.
Personally, I like to carry quite a bit of extra speed and touch down a bit faster doing these so I have that extra control authority. It reminds me of one time I landed in a direct 12G32KTS crosswind (and it was every bit of that) in a Cessna 150 at a 23 foot wide runway and about 3,300' long. I was thankful I carried that extra speed because I had to use full lock of aileron from side to side at least half a dozen times while in ground effect to keep it from rolling. Good times...
Been in it once, my instructor said we were actually over the wind limits but obviously had no choice but to land, dang near kept a 45 degree bank the whole time. Cross winds so bad we had stall horn going off at 75 knots (wasnt stalling just wind shifting)
NICE MAN!!!! You impress me every time
Much Appreciated! This video sparked some controversy lot of decent tips and options here , You up next !
I did a 40 knot xwind once in a Cardinal. Nice job boys!
So, actually a 20 knot crosswind. Still nothing to sneeze at⁉️😜👍🏻
It's easier to just crab down final and de-crab (slip into the wind) just before touchdown. It always worked well for me.
That's the way I was taught. It's a lot of work trying to hold that correction. Just let the airplane do its thing, and correct it going into the round-out. Fantastic landing though, great work!
Yes, also when you progress to instrument approaches, you aren’t going to be slipping in the clouds so you will have to switch to a slip on short final at that point anyway. Might as well learn that way early.
winds 20 gusting 33. so not 33 crosswind. 33 kts cross and the cessna 172 would not have enough authority to fight that much wind.
well wind is 90 degrees from runway they are landing on, and its gusting 33. 90 degrees means the whole wind vector is a crosswind. so it is indeed a 33 knot crosswind.
@@limitedkanji yeah but max crosswind component for a 172 is 15kts. Just watching the video and knowing that, I think the pilot was fortunate that he caught the wind during a lull. At a full 33kts his nose would have been pointing at the control tower lol.
@@limitedkanji yeah but max crosswind component for a 172 is 15kts. Just watching the video and knowing that, I think the pilot was fortunate that he caught the wind during a lull. At a full 33kts his nose would have been pointing at the control tower lol.
@@mattschwartzstein3159 Max Demonstrated XW isnt a limitation though. You may be right, but ive landed the 172 in a 28kt XW and while it was sketchy and i drifted on the rwy, its still possible.
@@mattschwartzstein3159 Demonstrated 15KTS.
Amazing capture ! Do you mind if I use this in one of my videos ? Of course , link to this video will be provided to you in the description.
What's the maximum demonstrated crosswind for the Cessna 172? Isn't it something like 15-17 kts?
Correct 17kts in this model
you made that look so easy, respect!
Well done Great landing
Glad you landed safely. I’m an aspiring pilot with only passing my written and my first ? was what? my second was what’s the crosswind component? I must add… seeing this video makes me wanna get behind the yoke so bad! Thank you for posting.
All of it
The max demonstrated x-wind component is NOT a limitation! Lots of overconfident student pilots in this comment section!
I myself had to land in a 18G29kt direct crosswind during one of my early solo flights when I did my PPL.
Like butter
Nicely done.
Nice job on a sporty landing!
Very nicely done...
A320 pilot, impressed. Couldn't do that after 2000 hours
Well done. Well done. 👍👍😎
Is that a cross runway or long taxi way off to the left? Directly INTO the wind.
Runway but due to approach into it and length can be equally challenging but we had that as backup plan incase this landings wasn’t possible
That was butter. Nicely done.
Much appreciated
@@IzzyFlys1 The truth deserves recognition 😂
@@PlaneGuyProud Thanks 😂 Everything is So controversial now but hey everyone can have there own opinions I hear all sides
@@IzzyFlys1 Certain likes to be intentional assholes. The truth speaks for itself and I am just repeating the truth. 😂
The title is a bit misleading. The wind was 290 at 20 gusting to 33. Approaching 02, the nose would be pointing way way more to the left with that much cross wind. That looked more like 10 kts.
Sideswiped all the way down final full rudder to the right
To all the doubters, I also had to land our 175 in a 27kts gusting to 32kts at 45 degrees. They will definitely land in more than what the book says. Luckily I had a wide runway and was able to have some room for drift
32kt at 45 degrees is actually a 16kt crosswind, so?
@@deepblueguitar I get 19 gusting to 23 for component.
It’s not about what the plane can do, it’s about the CFI risking losing his insurance allowing the student to operate it outside of its rating for xwind component. Ballsy, the landing as well as posting the video on the internet.
@@brandonroberts8008 it isn't risking anything for insurance. You need to learn this with an instructor, not when you get I to a situation where you don't have any other options. My dad had a student who couldn't get x-winds, so he took him out in 20 mph winds and did circuits until he was very proficient at it. Due to proper training, I respect winds, but don't fear them.
@@jimhayden7132 I understand the training aspect, but there’s not a flight school in the country that can operate outside published limitations and retain their coverage, so it IS an insurance issue. I didn’t say I agree with it, but it is the only thing stopping most schools from teaching the real life scenario. My 182 has a 15kt xwind component, I’ve put it down in 20. Insurance needs to chill out if CFI is in the plane.
Not much crab angle, not much bank angle. Wonder if they landed during a slack in the wind?
Although it may not appear like there is watch the VSI to give you a rough idea of the gusts the GoPro stabilization makes it look like it’s calm winds sometimes lol but also the rudder was too the firewall the whole approach
Great stuff.
For any of you talking absolute shit about it not being a 33knot crosswind, first you clearly hear the wind report right before touching down. 290 at 20g33. They landed on runway 2 which makes it a perfect direct crosswind. So from that report, they had at least a 20 knot direct crosswind. The max demonstrated is 15 knots, but that doesn’t mean that it can’t do more than 15. Simple means that for the average pilot with average skills, 15 knots should be the limit. Now if you’re more experienced and have other trucks up your sleeve, you can land in much worse conditions. Do I recommend flying out knowing that you’ll have some crazy crosswinds like this? No. But it can be done.
For all or you 14 hour student pilots who are talking out of your ass saying that the plane can’t land over 15 knots. You got a lot of learning left to do.
Also, great job🙂
@@diegoramirez8674 Much Appreciated
You have quick reflexes and bravery . Like all pilots should have. But only a few due mild training in USA.
Damn, really nicely done!
Were you landing on rwy 2 by choice? Brainard has a runway 29 that would have directly in line with the wind. Why not use that?? I know you do get a bump going over the dike when landing on 29 with a moderate wind. Nice job on the landing.
Yeah landed by choice on runway 2 for crosswind practice
can't practice a real xw without a real xw. CFI says right at the beginning: Go Around is always there. Great training.
Landing above demonstrated crosswind is test pilot practice
I love flying xwinds, hate calm days except that I can do the most perfect landings you ever saw.
I fly the xwind until i run out of rudder. If I still have rudder left I don't switch runways (or if it gets really nasty and gusty and hard to control).
Holy moly, was that a full aileron deflection to the left?
Not until touchdown it was full rudder deflection the whole way and varying bank 15-30 Deg
What was the actual crosswind component? Not a 33 kt direct crosswind.
Direct crosswind 90 Degrees off runway heading 20 gusting to 33
I remember shortly after soloing, in a 152 with a 15 to 20 xwind on an snowy icy runway. Had to go around on the first try and gather myself. Finally landed and when turning on the taxiway, the wind was literally blowing me off the taxiway, tires sliding on the ice. Stopped just before the prop hit a snowbank, ATC yelling at me to get the airplane off the taxiway entrance. Practically shting myself, didn't want to damage the airplane... lol
This is pushing the boundaries. 33kt crosswind? C172?
Exactly. It's simply not true. Just more fake bs on YT.
Nice.
Is this Premier flight school?
Is John L. still instructing?
Nope not premier
What is the cross wind component on the 172 ?
That was butter… NICE
What's the demonstrated crosswind limit in the POH for this 172?
I believe it was 15kts
Easy day!!! Very well done!
Hey I want to be an airline pilot do you recommend I go to college for that ?
Good approach
It's unfortunate how much folks in aviation feel the need to armchair pilot/engineer/NTSB anything they see anyone doing. There's a difference between techniques and procedures, and I hope more folks realize this rather than flexing their ratings to try and win an argument with a stranger. Great approach, sideslip, touchdown, great job maintaining your cross control throughout the rollout, etc. Either you've already flown tailwheels, or you should give it a shot. You'd make a great stick and rudder pilot. Take this comment section as a learning experience for posting stuff like this and always pick your battles wisely. 😁
Tailwheel dare my passion although I don’t fly them as much as I would like to my first “lesson” is on my channel much appreciated feedback 🙌
That's the way it's done.
Wow. I own a fly a 172M. If it was that windy or forecast to be, I wouldn’t be flying. Glad you landed safely but too risky for me 👍🏻
I agree with you… not worth the risk, at least for me too
He makes it look easy
Well done putting it down and getting to remain alive. Why did you choose to land in a crosswind over the planes limit? Certainly finding an airport with a better orientated runway would have been the survivalists choice.
Thanks and We’ll there is no limitation on winds just demonstrated factor and there was a runway into wind here but wanted the practice
Nicely done mate 👌
Good skill to have if you ever get caught out by an unexpected weather condition.
Bingo
Good technic but poor judgment.
In anyway... I remember one my flight with instructor on C172 in he was using FULL rudder with crosswind about 20knots. So, in real 33knots crosswind you will even have no chances to flight straight to runway before/during touchdown.
Absolutely right, I did 23 kt crosswind component and it was close to full rudder deflection !
Damn fine!
That looks like fun!!
Airplane will tell you:
The AILERON BANK that corrects the DRIFT on approach, on roll out, IS in the same direction to utilize the ailerons YAW, for DIRECTIONAL CONTROL, as the puny VERTICAL rudder stalls, as relative wind shifts to the field Xwind.
The larger Ailerons will always overpower rudder and brake on roll out.
Rule of thumb; On roll out…always maintain AILERONS proportionally & opposite the needed rudder.
R Fuchs CFI 1507987
Was that really 33kt crosswind? I could totally see 33 head+ cross, but there’s just no way a 172 could correct for so much straight crosswind so well. If it was 33 crosswind, absolutely insane
@Cameron Garner Ok LOL I was about to go up on a really shit day and try something like that if you said otherwise
Thank you. You are absolutely correct. Something is fishy here. On short final there is basically no crab angle, yet the plane stayed on the center line. Just more fake nonsense on YT.
I was thinking the same thing. For a crosswind anywhere near 33kt, I would expect a lot more slip and some crabbing into the wind on touchdown followed by some drama getting directional control stabilized once all three wheels are down.
@@petepeterson5337 bro for a 172 I’d expect him to have to use swinging the plane beyond the rudder’s critical AOA in order to get close enough to straight to not flip😂
Excellent video, Bro! Can i use it as part of my video for my channel? You will be credited in the video. and you get a backlink to your original video in my description.thanks
@@JustAircrafts sure thing!
@@IzzyFlys1 Hello ! Can i use it too ?
@@rgx-aviationsure thing
33 kilotons, that’s enough wind to take out a small country!
😂
As a student we landed a DA20 in 22 gusting 32 and then switched runways and practiced crosswind component landings of 17 gusting 25
Really good confidence building practice and actually a lot of fun - with a competent CFI of course
Great job
Good practice but I would not be a slave to the centerline. In those winds in a lightly loaded Cessna I'd be landing 30 degrees across the runway, especially with that runway width.
well done!!!!!!!!!!!!!!!!!!!!!!!!!!!!
Did you use full flaps or flaps 2? I tend to use flaps 2 in my 182 for xwinds by preference. Great work dude
Flaps 1 (10)
@@IzzyFlys1 excellent work.
@@AMoose454 much appreciated 🙌
We’ll done sir!
Nice landing.
That’s crazy! That’s damn near the Cross wind limitation for an Airbus A320. 🤨
I can land a Cessna 150 in 22kt crosswinds, comes down to understanding the aerodynamics of what is going on, and knowing the limitations of the aircraft.
Wow that was a perfectly executed crab nice job
Thanks 🙌
This is what I find so frustrating talking to different pilots, instructors since returning to flying this year after a break. Some will say never try a direct xwind landing even close to 15kts, those are for only the few of the best and anything above forget about it. Then others fly in winds like this. It makes it difficult on a new xwind and gust personal limit to set for myself... guess I will slowly just start flying in more challenging winds and work on it...
Id say in my opinion it be really tough to fly more than let’s say 200nm if Personal Minimums we’re under 15kts only because weather/winds can change so fast you could take off with 6kts and be 10 miles away and it switches to 10 gusting to 18 I’d say this amount of wind in video was alittle much but glad i had the Experience and feel comfortable with higher winds
Go up with an instructor in these conditions to make yourself more comfortable dealing with them if you ever have to. For me, flying on a day with 20+ knot crosswinds is enjoyable because I get to maintain my skills. I am an instructor who has all of his students do 20kt+ gusty crosswind landings before I will endorse them for their checkride. We usually do this at least twice.
Nice! How much did you have left? And no flaps assuming?
How much as in What and yes no flaps
And Sorry I think we had 10 Degrees in
Fantastic landing guys!
Much appreciated
The way he was fighting his yoke was kinda terrifying
You should see steve1kinevo do it in a caravan it’s a lot of work
Good job!
Nice job man
Great work.
Just out of curiosity, why not ask to land on rwy 29?
We Wanted to Do some X- Wind Practice but also With Gustiness of that day and runway legnth would have made it equally challenging
Nice work!!
Just just means at one point it was 33. Title seems a little misleading 😅
good one