6. Final:
4 down count on flaps, trim up 1, 60 kts
Faults: Delayed recognition of high/low
Improper use of power
Not being satisfied with first 1/3 of runway

7. Roundout:
With runway made level aircraft knee to shoulder high
above runway
Faults: Too high, low, fast, slow
Failure to go around

8. Flare:
Gradual raising nose and reduce power as aircraft
slows. Keep from touching ground.
Faults: Landing on nose wheel
Landing flat
Not getting yoke back and up
Not maintaining runway alignment
Drifting right/left
Failure to go around
Abrupt removal of power

9. Touchdown:
Yoke full back, power off, stall warner activated
Faults: Hard touchdown
Lets yoke go forward
Sees runway
Fails to reduce power
Crooked touchdown
Edge of runway
Holding yoke for taxiing

10. Rollout
Yoke held back, power off, no brakes, flaps up
Faults: Letting nosewheel touch too soon
Braking before raising flaps
Excessive braking
Changing to ground before clearing runway
Holding yoke for taxiing
Applies takeoff power with flaps down
High speed turn

11. Cleanup
Carburetor heat off, flaps up, frequency change
Faults: Forgetting items CHECKLIST
Improper communications
Holding yoke for taxiing

Winds and Landing
Wind by itself is not the factor that make landing a problem. Gusts, turbulence and shear are often present and a forceful distraction. Until a pilot has mastered the difference between the concept and practice of dealing with the unexpected there will be problems in winds. In adverse conditions there is simply too much going on for the incompetent pilot.

I am currently teaching a student who has had upwards to twenty different instructors. The confusion regarding crosswinds has made the student uncertain as to whether a cross-control or crab approach is being used. Cross controlling is an unnatural way to fly an airplane. It is even more difficult if you must think about it. Failure to grasp and apply what is necessary to counter the wind direction and velocity without going through the one-second delayed thought/reaction time is essential. It is anticipation of what is required rather than reaction that makes the difference. In a wind there is simply too many forces in action between the wind, airplane and ground for inappropriate reactions.

The pilot must have a continuous mental picture of what the winds are doing to the airplane as well as a perception of where the runway is even though not in sight. Drift must be corrected with wing low and nose straight with rudder. Otherwise, when the wheels touch a side load places damaging stress on the landing gear.

The mental concept of what is happening and what is required in a crosswind landing is fairly obvious. What is not so apparent is what the pilot must do to deal with all the factors at one time. There is little difference between the process of flying a left or right crosswind on the final approach. However, when the crosswind is blowing you into the runway and giving you a tailwind on base, you had better fly a wider downwind. Expect to make a couple of downwind turns called downwind to base and base to final. The groundspeed illusions involved have been covered elsewhere.

The problem that I have with some students and pilots is that their experience has been limited to winds from one direction. This problem also applies to slips. I make it a point to fly crosswinds in both left and right patters equally. Having parallel runway at my home field helps to make this possible. With this process, a student can learn to just punch in rudder when turning base to final with a tailwind. With a headwind it is necessary to reverse both the bank and the rudder. One method of making crosswind pattern adjustment is to extend your downwind. This will allow you to make final approach crosswind adjustments with some additional time.

The cross-control correction of wind drift is not intuitive. It looks awkward, feels awkward and is difficult to maintain. It is very easy to be behind what is happening if you are not anticipating required corrections. Failure to use the proper crosswind correction will cause undesirable drift. Drift into the wind puts side load on the upwind gear and any drift with the wind may allow the wind to get under the upwind wing. If you have not stabilized your drift, make an immediate go-around.

The go-around initiated from a cross-controlled configuration requires that with the addition of power no more effort should be made to maintain runway alignment. Using rudder to crab into the wind will greatly improve the aircraft's climb performance. Remain in ground effect while cleaning up the flaps and accelerating to Vy.

You will not resolve any drift problem by getting the wheels on the ground. An aircraft that is drifting or not aligned parallel with the centerline will immediately wander or lurch towards the side of the runway. Excessive side load can cause the gear to collapse.

In anything greater than a light crosswind partial to no flaps should be used and the nose should be held off the runway but without trying to affect a full-stall landing. You will arrive at the runway slightly above stall and hold the yoke progressively further over into the wind while holding direction with the rudder. If you get too slow, you will have little drift or directional control, the best thing is to fly it to the runway and continue flying it with rudder and aileron until both main wheels are on the ground but never at the same moment.. An arrival that is too slow reduces the options to the point where there are no 'right' ones left.

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