How to Land a Plane
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- เผยแพร่เมื่อ 21 พ.ย. 2011
- Pilots Online Academy [bit.ly/2IETxpt] provides free Pilot Training for Student Pilots and Flight Instructors. This video shows you how to land an airplane safely and with authority in any condition that the airplane can land in. You will learn the simplest and safest way to land. You will learn how to know if the crosswind is too strong to safely land (meaning that you should abort the landing and go around.) You will learn why you should cross control every landing.
- วิทยาศาสตร์และเทคโนโลยี
Great video. As a retired navy fighter pilot and airline pilot, I was always amazed how many of my copilots did not try this technique. Many would simple fly in a crab all the way to touchdown or try and kick out the crab with rudder right before touchdown. I used this technique on my fighters, B-727, B-737 (once in a 40 knot direct crosswind at Midway Airport) and the A-300. This technique works great but I can see why many pilots are afraid of cross controlling close to the ground.
Thank you! Us silver foxes need to stick together.
Okay, you've exposed me! I don't. I might be 2" or 24"... can't tell. I'm just trying to be more precise than saying "close." The real answer is "as close as you can without touching." In fact, with students, I fly the throttle and let them fly the other controls and tell them, "No matter what, don't let it touch. If it does touch, pull it off immediately but gently" It doesn't take long for them to develop a good sense of being marginally above the runway. Great comment!
Thanks Rick and Doug. Nice add. I also use this technique in my tail wheel RV-8 and it works well. I learned to fly in a J-3 30 years ago and you had to slip it in any time you were too high!
Me too. I soloed in a J-3 in 1966, sitting in the back seat looking over my instructor's shoulder.
Rick Blake good post. I like your comments
I'm just watching this so I can use it in a flight sim
my instructor taught me how to land in a 17 knot, gusting to 25 knot , full left arerlon , full right rudder getting the left main on the ground, waiting for the right main wheel , then jocking for nose wheel on center line i must have done 30 landings, he just sat there watching me, and smiling on each landing, total time was about 9 hours, i soloed in 13 hours, all at KBLI,BELLINGHAM, WASHINGTON..
+Doug Gibson I agree with your instructor's technique 100%. Congratulations!! You soloed about 6 or 7 hours sooner than the national average.
Every time I watch one of these videos it makes me really appreciate my instructor. He was the best, when the Santa Ana winds would kick up in SoCal he’d call me up and say let’s go practice some crosswind landings and slips. He didn’t miss a trick and everyday I’m surprised that so many instructors fail to teach such critical information.
Amazing that some airline pilots don't know how to do this.
Thank you, Mr. Daniel. All I hear these days touts the crab-style of landing. I've been a pilot for over 50 years and more than 20,000 hours. I've tried the crab method a couple of times and absolutely did NOT like it. If nothing else, the side loads on the gear made me very uncomfortable. I started flying as a USAF cadet and wound up flying fighters for 27 years. I was taught the cross-control method. Glad to see this video.
You're a really good teacher. Thanks!
Thanks
Thanks Mr. Douglas... very helpful.. though im nt a pilot but have great interest in aviation...
Great Vid and proper teaching, DD... I taught exactly this technique back in the mid '70' back in FAY, NC .... 2,000 hours as an instructor made you good... Equipment was C-150's 172, 177, 182, 210 (my favorite twin) .... Again, you're GOOD....! Thanks for posting this Vid...! Gordon in Maryland (Ret from the Airlines as a AB-320 Cpt with just short of 20,000 hrs abt 14 years ago... YOU make me miss it...!)
Thanks for the kind words.
This was a good video. I just started PPL training. I've only had a couple of lessons, and haven't even tried crosswind landing yet. I think this will be helpful.
Thank you. I stopped flying over 20 years ago due to a growing family; with only about 90 hours of time on the book. I've felt that my initial training was a little sub par. This was very good and confirmed my gut feeling.
Bad instructors (airplane herders or drivers) have ruined more students than time can count.
I always ask my first-time passengers to pull up this video right before we approach to land. Lol It’s priceless
Fantastic. Glad I could help.
I am in the UK and just done 5 hours and that was very helpful - I will be looking at more of your videos and thank you for taking the time to publish ......
I like when somebody explain things without so much technical. It is easy to understand. Thanks, I like your video.
I got to witness this technique for the 1st time as a student pilot yesterday. Landing was on a 275 heading with a 210 crosswind at 8 knots. I didn't think it was that significant given the approx 30 degree deviation from direct cross and only 8 knots, but I could really feel the winds aloft, so I wasn't surprised he took the controls. Having studied this video many times, I was interested to see he was cross controlling rather than crabbing it in, with significant right rudder input. I was tempted to step on the left rudder to correct, but because of this video I knew EXACTLY what he was doing, but didn't say anything until we were taxiing to tie downs. Awesome experience, just wish I would have had more input. He told me they teach students to "crab it in", so I found it ironic that he was using the cross controlling method. Very young CFI (23) wise and mature beyond his years - pretty impressive guy.
It amazes me that some schools teach crabbing it in. That is easier but can lead to really serious problems in marginal conditions. And marginal conditions is not a good time to be trying to remember what to do when the crosswind is strong. .... thanks for your comment
When I started learning to fly back in 1981, I was taught the cross-control or slip technique from my very first landing. I had read about crabbed approaches, using the rudder to kick out the crab just before touchdown. When I asked my instructor why the slip was better, he said he would show me. He took me into the maintenance hangar and showed me a badly damaged 152. It seems the student pilot had failed to cancel the crab in time and touched down at a rather sharp angle. Enough to roll the tire off the rim of the nose wheel. The rim then struck the pavement, still at an angle to the forward motion. That bent the fork holding the wheel and the force was transmitted up the gear assembly and bent the firewall it was attached to. That visual had more impact on me than all the words my instructor could have said. I have cross-controlled every landing I’ve ever made as a result. He also showed me another 152 with tire tracks on top of the wing, victim of a student pilot who didn’t properly check for traffic on short final before taking the active to takeoff. That was another strong visual lesson!
The crab and straighten is required procedure for certain large transport aircraft, as I recall the 737ng, the risk of catching an engine on the ground is greater than the risk of landing gear damage, and for some others touching down on one wheel isn't strong enough near max load.
I truly wish every pilot could see what you saw.
4:30 “I was completely blown away” nice pun
Thanks, but unintended.
Excellent video, Thank you. Bit unnerving at first, but I'm using this technique from now on.
Glad it was helpful!
I learned to fly at an airport with one runway and frequent crosswinds. One of the first things my instructor taught me was how to do a proper crosswind landing by doing a side slip. It soon became second nature to me. I never realized this was unusual among pilots. Thanks for teaching it!
By the way, side slips are also a good way to lose excess altitude without gaining airspeed. Coming in a bit too high on short final? Crossing those controls will take care of it quite nicely.
I agree 100%
Thank you for this. I am making my second flight in 3 days. Landing first time was done by instructor but I had no idea what he did
Be patient. Before you can land, you need to be able to do all the little things that go into a landing. Trying to land before you can 1. control airspeed with pitch, 2. change angle of bank without changing heading, 3. hold constant altitude and heading in slow flight, 4. etc. etc. is biting off too much. Each can be taught in less than a half hour. If you try to land before you've mastered those skills, you're going to be very frustrated. I'm going to put up a video that will link to Landing Secrets which tells you about those techniques. --Good Luck!
Great concise information, wish I had heard this 30 years ago. Thanks
I'm trying to get the word out. If you know any pilots that you think would benefit from this, please share it with them.
I know this was posted some time ago .. but you're the MAN - "Douglas" - thank you for the easy to understand and follow video!!! Kudos to you pal!
Thanks for the feedback! Doug
Easy to understand, nice relaxed narration. Thanks!
Great video. Thank you.
If we could get the wind to stay the same, these landings would be much easier. In the real world, the wind is constantly changing in speed (as well as direction sometimes), so you've got the aircraft lined up and heading down final when the wind changes and poof....you're off the centerline again. Especially when it's gusting! Argh. So your hand (one hand because the other is on the throttle! ) and feet are constantly moving. There's no 'set it and forget it'. I have no idea why anyone would down vote this video - it does a great job explaining how it's done. Kudos to Mr Daniel.
If it were easy, everyone would fly airplanes.
Most pilots will not master this method until they get the experience of landing in a tail wheel airplane. After I got my tail wheel endorsement I started flying all types of aircraft using this technique. It really works. One thing to note is if you have very moderate Crosswinds it is best to use minimum flap settings. Landing in a 13 knot crosswind with full flapsIs more dangerous than landing with just one or maximum two notches of flaps. One more thing to remember is to increase your air speed by five nights or so I do not use abrupt control of the elevator or you may go into a stall spin situation.
I learned to do this in a J3 Cub, but I have taught it for years in Cessnas, Pipers and other, both tricycle and taildragger.
Great video! Thank you for this. You made it nice and easy to understand.
Finally a video that explains cross control on a crosswind - much easier than trying to right a crab at the last moment. Thanks for the step by step explanation.
You're welcome
One thing I really love about this method is that you always know if the crosswind exceeds your redder authority. And you know it with adequate margin to do a go round. You just stay in control, all the time; or you find another runway or another airport. That happened to me one time and I landed at a nearby airport on 350 where I could not on 270 at my home grass strip. After a coffee and a change in the winds I was able to return to 270 and land with no problems.
Exactly. Me too.
My home airport (9D4)has a North/South runway. Consequently there is typically a crosswind from the west. I'm a low time pilot but with your technique I've gotten very competent at cross wind landings. Thanks for sharing this technique!
+George Peach Thanks George! Comments like that make the time I spend putting these videos together worth while.
Amazing to realise that this approach to a landing was never taught to me other than a way to dump altitude or a way to line up in a crosswind
and kick straight just before contact with the runway, but the idea of flying with the aircraft in a straight approach with a banked wing never suggested itself to me.
Thanks for showing the method and I will talk about it with the odd friend or two that are still flying and get their reaction
Cheers from Downunder🙂
While you certainly can fly a cross controlled approach glide, and it is easier for low-time pilots, I recommend cross controlling during the flare. It's less bothersome to the passengers and accomplishes the same objective.
Thanks, I've found your video so interesting. Greetings from Argentina !
well explained. thanks for posting
Happy new year!
thank you sir for the information
Thanks Doug.
Much appreciated.
Chris
Sydney, Australia.
Thanks!
great video!
Thank you, Douglas .. we glider pilots learn cross controls on day one .. in absence of spoilers it is the best glide path control (gliders) .. best, oc
old cat Ditto! As a glider pilot I am shocked that this isn’t taught right out of the gate. It’s like air breaks when you don’t have them. You retain your speed & control your descent. Because I learned gliders first I just assumed this was business as usual.
Thanks for this video and if you don’t know this technique you should get some instruction and learn it.
I, too, learned it in an airplane without flaps.
Nice video Douglas. Crosswind technique is as important for a good take-off as well as landing. The same principals apply. Whether you're flying a J-3 Cub or B-767 it's the same. In the airline business we add speed to allow for winds. Vapp (approach speed) is Vref (reference speed, 1.3 x stall speed) plus half of the steady state wind and ALL of the gust. If winds were 10 gusting to 20 we would add 5 (half the steady state) plus 10 (the gust) and wind up with an additive of 15 knots. Vapp would go from 135kts to 150kts in this case. Runway length would be checked to see if the increased speed was okay. Some of the pilots who had the most trouble with crosswinds were former fighter pilots. I flew the F-5 and its wings were so short and stubby that cross-controll on landing was prohibited. The fuselage would blank out the downwind wing too much. They were landed in a crab. Learn cross-control as it's involved in most landings! Instructors can do 50' flybys down the runway and show crab, perfect cross control, and over cross control (crabbing downwind). An airplane is an airplane no matter its size. Listen to Douglas.
Thanks Jerry, I agree with all you said. High wing-loaded airplanes like the F5 you flew, are much easier and safer to land in a crosswind that a light plane like the J3 Cub I learned to fly in. I've noticed that some airlines always land in a crab... Lufthansa for example. But there is a now famous video of them getting a wingtip strike because they did not recognize that the crosswind component was so strong that if they didn't get the upwind wing down, the wind would pick it up resulting in the downwind wingtip hitting the runway. That's what happened which proves your point that an airplane is an airplane. If the wind is strong enough an A380 is a light plane. Thanks again for your wisdom.
Douglas, I can't comment on Lufthansa's crosswind policy. Landing in anything but the slightest of crab angle is contrary to Boeing's guidance. When I first upgraded to F/O on the 727, I flew with a nice fatherly check airman for a month. He was with Delta, but a former NorthEast pilot (remember the "yellow birds"). I noticed that at lift-off, sometimes there was a tugging and shaking moment. He explained it was the result of insufficient aileron into the wind. This lateral skipping and scrubbing is evident on many take-off videos. Planes, big or little, need the proper crosswind inputs for take-off and landing. Keep up the good work!
That's my feeling. But every landing I have experienced sitting in the back of a Lufthansa was wings level crosswind or not. From that I assumed that was their policy.
Very good point!
i have my lesson today, great tips
Good old CFI Roger. I learned this technique, but he never really explained it as such for landing. It was just using aeleron to control drift, and rudder to keep her straight.
Cross controlling, as explained by him, was used to lose altitude. Fast. Quite useful if your high on final. However, I now realize it also taught me to be comfortable with an amount of cross-control beyond what you'd ever use for landing, and so using it while landing seemed normal andf natural. Like "Uh... Doesn't everyone Land like that?"
It might be worth mentioning that I did all of my training and check ride in tail-draggers. Citabria 7ECAs, specifically.
Certainly cross controlling is not an efficient way to fly an airplane so it is a way of losing altitude quickly without gaining airspeed. I use it in airplanes without flaps.
Great explanation and good video..thx for sharing..
Thank you so much for breaking it down step by step
No sweat.
Very good instruction!
Wonderful! Excellent! Subscribed!
Yess this is the best video. More and more video. This channel can make 1 jt subscribers. Nice video
Excellent video! Let me share a trick I was taught when I learned to fly on a Piper PA-28 Tomahawk.
I'd taken flying lessons 10 years earlier at age 22 but couldn't land to save my ass. I was focusing on short final at the nose of the aircraft (An American Yankee) and would panic at the last second as the ground rushed up because I didn't know WHEN to flare the aircraft, chop the throttle and settle onto the runway.
When I got the bug to fly again 10 years later, the instructor saw the problem and immediately showed me a trick that works EVERY TIME. On short final, take your eyes off the nose of the aircraft and instead focus on the numbers at the FAR END of the runway. When the numbers start to disappear, at that EXACT moment, start your flare, level the nose, and cut the throttle. When the aircraft starts to sink, use the elevator to stop the sink, then wait a second or two as it starts to sink again, a little more elevator to stop it again, etc. etc. until you grease the wheels on the runway.
I never had a problem with landings again.
Good tip! I agree with your instructor -- looking down the runway give you a better overall view of the situation that looking just over the nose.
Isn't a Tomahawk a PA 38? Just asking
Look Pal! I'm 66 years old and it was a long time ago. I mean, I need to look at my driver's license every morning to remember who I am and hide my own Easter eggs. But to answer your question in a civil and unambiguous manner ... yes ... you're right. The Tomahawk is the PA-38. :)
Exactly! Few instructors teach or even know this. I use this technique from the A320 to my Citabria.
I agree, I tell my students to focus down the runway, not over the nose. If course when the horzison is obscured by the cowling, it is hard to look just in front of the airplane.
Costa Rica Flyer thanks
Good job, however, you forgot to mention that the plane is going to land on the upwind wheel only. As the plane slows, the downwind wheel is going to settle to the runway. As it does and the plane slows down, the crosswind correction with aileron and possibly rudder should be increased. Also, be aware of any buildings or hangars by the runway as they might block the wind, and suddenly the crosswind decreases. In the Be18s and DC-3s I used to fly, the controls were rather heavy, so I used differential power to save wear and tear on my legs. Also , this came in handy at LAX in a Sant Ana blowing from the North directly across the runway at 30+ kts. In this condition, aileron, rudder and if you still aren't lined up, brakes come into play. I learned in taildraggers, and In over 11,000 hrs. I have not ground looped or dinged an airplane. All in all this is the best explanation of cross controls I've seen on You Tube. In a tailwheel airplane, in these conditions always do a wheel landing.
Your points are right on, however I needed to keep the video short. There are many subtleties that this video doesn't address. -- Thanks for sharing your insights.
@1:44 an exciting landing.... LOL. Love the video and free lesson
😊
I teach my students to use both side slips and forward slips. I teach them to use full opposite rudder in a slip to loose excess altitude if and when necessary and to use appropriate rudder for longitudinal directional control with opposite aileron to correct for crosswind drift while on final. I teach them to feel comfortable in a slip as slips are spin resistant and are a very useful tool throughout the base and final legs of an approach. Point is, I’m good with the concept of slips.
However, even though I feel you made a lot of great points in this video I do not at all agree with the concept that a slip should be used for every landing and I think it is inappropriate to teach students that. There is , of course, nothing wrong with landing on both mains in a no wind or headwind situation. If a pilots airspeed and pitch control are correct, the plane will settle onto the runway properly without having to use a slip to increase the rate of descent to get out of ground effect. Further, if you teach someone to slip you need to explain to them that the airspeed indicator becomes less accurate in a slip. That should be part of this lesson (maybe I missed that?).
Also, the crab is a legitimate attitude when on long final for crosswind correction with a transition to a slip as the student approaches short final. That should not be omitted in a review of crosswind landing techniques....which, in my opinion, is really what this video is about.
One more point...airspeed on final should not absolutely always be the same. A statement like that will confuse students. If the wind is gusting, add 1/2 the gust factor to landing speed.
TheAirplaneDriver
I really appreciate your accurate critique as well as your criticisms when applicable. I wholeheartedly agree that slips should not be used on every landing.
Actually, I don’t say that slips should be used on all landings. I say the pilot should keep over the centerline with ailerons and aligned with rudder. There’s a subtle but real difference.
Thanks professor, your videos are inspirational. Joe.
Very helpful
Great video, easy to understand
Thanks, I appreciate the positive feedback.
My instructor had me do this 1hr into ever flying anything and I was so afraid I’d do something seriously wrong I told him I didn’t feel comfortable! Although I had him next to me I had a hard time understanding what I was doing or how to counterattack should something happen or a correction, I did make make 5 landings that day though and I’m glad he pushed me, he told my wife “ he knows how to fly but does know it yet” I’m lacking confidence landing with crosswinds ( ground up 200ft was not smooth) so my next training is next Tuesday so I have been playing this back in my head which I believe is and was helpful, I’m rambling a bit but maybe someone could say something from there 1st flight or experiencing of what I was doing on day 1 and is my feelings normal?
Thanks everyone for the comments I have gained great information!
When I was a student, the most useful thing I did between lessons was to go through each flight mentally, imagining that I was doing what I should be doing (as opposed to what I had been doing!) Keep it up!
With forward visibility limitations in a tail dragger (in my case a Pitts), the cross control landing technique gave me visibility to the runway. Even without a cross wind, I would go heavy rudder, and compensate with aeleron. Also, with the limited glide in a Pitts, stayed high and used the cross control technique to bleed attitude. This was 25 years ago, before kids. My instructor never had a name for it. Just how I was taught to land a Piits. If / when I start flying again, why use any other technique? KISS. FYI - my oldest son starts USAF pilot training at Vance AFB 1/4/2019. Great video!
Wish him luck on my birthday.
Excellent points .. 👍
I learned the hard way in an airplane similar to a pitts to either sideslip until in slow flight or to make a wheel landing. Good luck to your son and thanks for the input!
Great programme
Great instruction! The only thing I would add is that once you start to achieve your final "distance off the runway", you need to transition your eyes further down the runway or most likely you will bounce it in.. : )
I agree. Actually I feel there are many more things that could be added but I have learned not to overload my students.... thanks for the comment.
This is great!
I was taught this technique very early in my flight training a long time ago. As I got more experience, I modified it to crab into the wind on final, then as I started the flare I would cross control to lower the upwind wing and point the nose down the runway just before touchdown. I much prefer that, although it does require somewhat more skill.
That's what I do too. But, as you said, it requires more skill.
awesome video :)
Must have watched this video a dozen times now. I think I got it. That's how important I think this information is. Lean or roll into the wind, but do the normal rudder control to keep your tail from being pushed around by the wind.
Sounds simple but unless you got it mentally down pat visually then don't expect to be able to do it under stressful conditions.
You're right! You need to practice each of these maneuvers one at a time in a practice area until you can put them all together in cross controlled, landing configuration slow flight at constant altitude leading to a stall or near stall. Since cross controlled stalls are the most hair-raising, have plenty of altitude before you try.
I'd suggest going up to a bit higher altitude, and playing with it. Perhaps with a CFI. I was taught to use cross controlling to lose altitude quickly while keeping airspeed up. You might be surprised at how much "crossed input" you can put in and still be in controlled flight, well above stall speed. As mentioned in my comment above, I only realized that the cross control inputs I used for landing seemed quite natural after watching this video. In literally didn't think there was another way to land! (Unless maybe you wanted too do a more robust cross control for a steep approach, then "kick it out" for the final phase to show off just a tad).
I have been have a bear on the last phase of the landing... I hope that s helps. And alignment on my 30' runway has worried me every landing. I hope practicing this approach will smooth out the approach so I can enter the other phases with confidence.
Hope it works for you
Good advice...
Very nicely done. love it
Thanks!
thank u very much
This is an excellent explanation for all landings both tricycle and tailwheel. It took me several years to master this technique in my Cessna 170 and it has never failed me.
I appreciate the confirmation from pilots who find this technique viable. (For the benefit of those who might not know, a Cessna 170 is a tailwheel equipped airplane.)
Thank you for this video
You're welcome. Hope it helps.🙂
thank you
Hello, Douglas. I am just now checking out your very informative, and well illustrated tutorial. Yes, cross control landing is a darn good technique. Pilots would do well to practice this skill. May I suggest that you review the role of cross control and touchdown of the nose wheel. My Piper has a nose wheel that is steered by the rudder pedals even when the nose gear has not contacted the runway. Therefore, a pilot needs to "kick" the rudder to center the aircraft upon landing. It's really no fun to touch down and then take a sharp turn off the runway.
Cessna, on the other hand, has a nose wheel disconnect when the aircraft pitches up. Therefore, the Cessna nose wheel will stay neutral until the aircraft lands, and the airframe settles on the hydraulic assembly.
Thanks for your input. Your point is well taken. I suppose that it is a matter of technique. I have found that when flying a Cherokee, if I let the nose wheel on gently that there is no sudden swerve to the side of the runway. There just isn't enough pressure on the nose wheel to give it much yaw authority. Once I feel the nose start to pull, I automatically compensate with my pedals but keep the ailerons rolled into the wind.
A cessna nose wheel does not disengage when fully extended. It always has spring linkage with the rudder pedals. So when the nose wheel comes on, it automatically casters into the direction of travel.
Thanks!
Thank you, thank you , thank you!!!
You're welcome!
thank you so much!
You're welcome!
This is what I was looking for.
Great 👍 video new subscriber
very very useful, many thanks.
You're welcome.
Thank you!
Glad I could help
very helpful, I'm ok at taking off and all the others things, but my third flight lesson tomorrow I'd like to land more. My CFI has landed 80%, at least I've been setting us up for the landing though, there's that :)
Be patient. Before you can land, you need to be able to do all the little things that go into a landing. Trying to land before you can 1. control airspeed with pitch, 2. change angle of bank without changing heading, 3. hold constant altitude and heading in slow flight, 4. etc. etc. is biting off too much. Each can be taught in less than a half hour. If you try to land before you've mastered those skills, you're going to be very frustrated. I'm going to put up a video that will link to Landing Secrets which tells you about those techniques. --Good Luck!
I usually don't let a student have complete control of a landing by the 3rd lesson. I will sometimes let him follow along with me, but I make it clear I'm doing the landing. The King Aviation flight school syllabus requires the student to observe the instructor demonstrate landings during lesson 1 and 2. On the third lesson, the syllabus permits the student to follow lightly on the controls while the instructor demonstrates the procedure.
Lesson 4 and 5 also requires the student to follow with light control during the procedure. On the 6th lesson, the instructor uses Minimal assistance on the landing. Other flight schools may use different procedures, but the King syllabus is widely followed.
Piece of cake! Yea, after practice and more practice!
I agree
THANX TO DOUG,U ARE WONDERFUL
Good old video this is gonna help me when im old!
Glad I could help!
In the description it says fight instructor
Douglas Daniel. Great informative video. In the sequence (step 2), I see you dip your wing to the up-wind and use right rudder while the wind is directly at your 9. Assume the wind is quartered or slightly to your left, can you safely use this technique?
Manuel Saldivar Hi Manny, The only thing you care about is the crosswind COMPONENT. Your cross controlling is to off-set the crosswind component. This technique works in all conditions even when there is no crosswind. When there is no crosswind, you still keep the airplane centered with your ailerons and aligned with your rudder. If you have a quartering crosswind then you have a tailwind and, unless the conditions are unusual, you would be landing on the runway in the opposite direction so you would have a headwind combined with a crosswind rather than a tailwind combined with a crosswind. this is not a technique to be used only in a crosswind condition.
Thanks for the helpful advice.
At what point in the landing sequence do you pull the power off?
There is no simple answer. In a J-3 Cub, I pull the throttle back to idle when I pass the end of the runway on downwind. In my Cessna 320, I pull the throttles back when the mains touch. In a 1966 C-206, I had to leave about 17 "Hg until the nose wheel was on when there were two of us up front and no passengers because there was not enough elevator authority at idle power to keep from spiking the nose gear. If you are flying a C152 category light plane, I would recommend pulling the power to idle no later than when you start the transition from approach glide to slow flight over the runway. But even then, if you were making a soft/rough field landing, you would leave some power on until you taxied to a hard/smooth surface. I think you get the point... no set rule.
Nice video thank you for shearing
- Sharing
My pleasure
Confidence is the result of being able to display performance repeatedly without error.
True
You make things easy to understand. I am not a pilot.
Well... give it a try!
Used to practice crossed controls with a crosswind at altitude, coupla hundred feet or so, track a runway, road, power line etc. Not only keep the aircraft inline but also maintain a constant altitude.
I agree. That's in a different lesson. Maybe I should post it.
@@DouglasDanielMOT Excellent instruction, concise, clear and to the point without any fluffing.
The main reason I do not like crab approaches is that at the final moment when you kick the plane to line up with the runway you suddenly loose your cross wind air speed component resulting with sudden reduction in lift and invariably either over correct descent with elevator / throttle and balloon or come thumping to the ground.
Great stuff.
Thanks for such a nice video! I am a novice sir. May I ask a question? If the wind is coming from the right and often gusting, what technique shall I apply?
+Razee Islam If the wind is coming from the right, and you'll need to lower your right wing using ailerons to keep you centered and keep the nose pointed down the runway with your rudder. Gusting will require you to adjust your angle of bank and rudder deflection as the wind speed changes.
By cross control you mean put it into a forward slip right? Do you put it into a slip even with calm winds?
Yup, cross controlling is the way a plane is put into a slip. If you use the technique I described, and the winds have no crosswind component, calm or not, your wings will be level and you will not be slipping.
it seems about half (or more) of commercial pilots crab, then snap it in on contact. always fun to be in the rear for this. i've watched vids of airliners doing this, and wondered about cross controlling--i didn't know this info, but knew there were some pilots doing "something right". excellent vid, i learned something new today!
Doesnt work well in a taildragger !!!!
Just for clarity, I assume you mean that the crab and kick method does not work well in a taildragger. I learned the 'keep it cross controlled until you leave the runway' as a student in a J-3 Cub.
Thank you for the video. I'm up to soloing and this helps, straightforward and love the visuals.
Thanks!
You do make it sound easy!
Like everything it is easy once you've mastered it :-)
Awesome information
Thanks, hope it helps
Thank you, from Kevin in hot'n steamy North Central Thailand.
Sure'
Great video. I love the slip landing. It allows you to approach safe and high and drop right down on the numbers without gaining excessive airspeed. An aggressive slip will dump tons of altitude quickly yet converts right back to a normal sink rate instantly just by moderating the slip when you get to your desired glide path. I always felt that it was the safest and most controllable approach. Even more so in a crosswind where you just land on the upwind wheel and your nose is already aligned with the stripes - unlike a crab that has you pointed into the wind and forces you to make rapid last second adjustments to align your nose. The crab also leaves the upwind wing up and prone to catching a gust. I remember scaring the wits out of one of my instructors by doing a slip on a too high final. He kept saying to point the nose at the ground to get down quickly and he didn't understand what I was doing. My dad had taught me the slip to correct a high approach and I assumed that the instructor would be familiar with it but he wasn't.
I agree Carl. Instructors are like any other profession, some are excellent and others leave you shaking your head.
When I was learning to fly I nearly crumpled up a 172 by not having been trained to land as described. I stopped flying for a while but when I started back I learned this method. As far as I am concerned this is the ONLY way to get back on the ground safely every time.
I also nearly crumpled a 172. That's why I got serious about analyzing crosswind landings.
Time marker 3:09 your lift is always vertical. G force is a result of the elevator input that forms the turning component which will be absent here because you're slipping. The elevator would be used to correct the accelerated descent caused the apparent foreshortening of the wingspan. What about power management on final approach?
Simply use power to control glide path and pitch to control airspeed.
This video is just fine. It is the step that leads to the next step. It is the understanding that leads to the next understanding....
Exactly!
Hi. Great vid. I'm not a native English guy, so probably I missed something in the vid. Is this technique is the forward slip or similar one? Thanks
I would say that it is a side slip into the wind. Since all slips are to the side, the term forward slip is a bit confusing. If there were no crosswind component to speak of and you were a little high, and had no flaps, you could slip while moving toward the runway to lose altitude without gaining unwanted airspeed. I would call that a forward slip.
Thanks for your kind remarks
Douglas Daniel I was wondering if it would be possible to crab all the way down to the point in which you are just above the runway then let the crosswind push the aircraft into a straight path on the runway just before touching down?
CME Gordy The crosswind cannot push the aircraft into a straight path. It does not change the orientation of the airplane. Only the pilot can change the orientation. If the pilot aligns the airplane with the runway but does not cross control by dropping the upwind wing, the crosswind will blow the airplane to the side.
oh ok thank you for the information I am not yet in flight training just trying to learn all I can before I start.
CME Gordy That is a VERY good idea. I read everything I could before I had enough money to take lessons. The result was that I soloed in 6 hrs 20 minutes ... AND I am NOT a natural at all.
CME Gordy Sorry, the crosswind cannot change an airplane's orientation in space. You'll have to cross-control to get the airplane both aligned with the runway and flying along it.