Crosswind Approach and Landing
References: AC 61-21, Airplane Handbook and Flight Manual
Recommended speeds or 1.3 Vso + 10 and - 5 knots plus gust factor, within 400 feet past selected touchdown point

P 1. The oral explanation may take place of actual execution. To demonstrate ability to fly a ground track airport pattern which compensates for wind.
P 2. Able to correct and hold final approach path, within 5 knots of approach speed, in a slip.
P 3. To allow no drift during flare, and to fully apply ailerons on the ground. Touch down to be within 400' of a given point.
P 4. Maintains directional control and yoke position throughout approach, landing, and taxiing.

EX Be able to explain how the pattern, turns, configuration, and coordination of controls differ from a normal landing.

The basic element of crosswind landing skill is the automatic application of "Dutch roll" on final. Without this training as a base little can be achieved. The next most important element is being able to fly the airport pattern as a ground reference maneuver to make possible a safe entry into final approach. You should, as you copy an ATIS, diagram the wind direction and velocity as a vector toward the landing runway. Basic knowledge of winds also tells us that wind velocities normally decrease with altitude. There is a wind at 1000' that differs from that at 500' that differs from that at 50' that differs from that at 5'.

In the airport pattern on downwind it is vital that you do not allow the wind to drift you inside the normal pattern. Such a situation will necessitate tighter than normal turns to final. This is the situation that leads to the so called deadly downwind turn. If this occurs, don't attempt to salvage the situation, go around. A cross wind velocity of up to 15 knots can be handled with 20 degrees of flap. Beyond 15 knots don't use any flaps. In the C-150 once the nose leaves the ground the engineering geometry allows the wheel and faring to align with the wind. Regardless of the rudder position the wheel is centered into the relative wind. This means that during any landing, while it is better not to let the nose wheel touch before the mains, no critical loss of control is likely to occur because of the nose wheel. (Not so with Pipers)

In a crosswind it is better to have a slightly longer than normal final approach. A 90-degree crosswind give you an effective zero head wind. With limited or no flaps your angle of descent will be less than normal. It becomes desirable to maintain power at 1500 since the prop blast adds to the effectiveness of the rudder. If, after holding full rudder, you are unable to keep the line of rivets on the nose parallel to the runway center line you must increase the rudder effect available by increasing airspeed and possibly power. If the nose rivets cannot be kept parallel to the runway center line then the crosswind exceeds the landing capability of the pilot and plane. This happens. Go somewhere else or even request landing on a cross taxiway.

Common faults during crosswind landings are several. The common fault of coming in too close on downwind at a small airport is accentuated in a crosswind situation. Turn downwind and hold that leg twice as far away as you think you should and you will probably be right. Extend your downwind leg and don't get blown in. Set up your final approach slip as far out as possible and hold it all the way to the ground. Leave your power in until just before touch down as an aid for dealing with gusts. Don't hurry just because you are close to the ground. Slowly reduce the power to settle the plane and hold the yoke well over. The closer the wingtip comes to the ground the less likely you are to be flipped by the wind. Keep the plane rolling straight with rudder.

Because of the geometry of a Piper nose wheel it is vital that the nose wheel not be allowed to contact the ground until the rudder is centered.
See instructional material on cross wind landings.

C. Task: SOFT-FIELD TAKEOFF AND CLIMB
REFERENCES: AC 61-21; Airplane Handbook and Flight Manual.

SOFT FIELD TAKEOFF PROCEDURES
In ground effect to Vy, then climb Vy +10 and - 5 knots

P 1. Pilot is able to explain the surface conditions that require specific control and power use that will allow the aircraft to lift off, accelerate and climb. Pilot knows soft-field procedure recommended in the POH and configures aircraft (flaps) accordingly.
P 2. Sets controls for wind and maximum lift while configured as the POH recommends and without stopping.
P 3. Clears area, taxis with speed to keep nose wheel from sticking. Smooth constant to full takeoff power throttle application.
P 4. Pitch attitude set to transfer weight from wheels to wings as quickly as conditions allow. If you don't have 40% of the required airspeed by half-way, abort.
P 5. Lifts off and remains in ground effect while accelerating to Vy.
P 6. Pitch attitude for Vy which is flown at +10/-5 knots during climb.
P 7. retracts gear and flaps on establishment of positive Vy rate of climb. (This retraction used to be at 200')
P 8. Takeoff power to safe maneuvering altitude.
P 9. Directional control and wind drift correction maintained throughout
takeoff and climb.
P 10. Complies with noise abatement requirements of airport.
P 11. Completes appropriate checklist.

EX Conditions, mud/snow over area, rolling lift off at Vso, stay in ground effect, Vy, climb, flaps up, alignment.
C H E C K L I S T, configuration, yoke full back, high pitch attitude, keep aircraft rolling from run up, at lift off stay within half wing span of ground until Vy =10/-5 knots, climbs at Vy =10/-5 knots before reconfiguration, climb Vy. Trim, alignment, post-takeoff C H E C K L I S T

Initial assumption is that the field is of unlimited length. From run up to lift off, surface is such that main wheels are getting great resistance. Yoke is held to keep nose wheel off ground as much as possible because of simulated surface conditions. Pitch attitude is held that will get airplane airborne at the slowest possible speed. Once off, the nose is lowered very slowly at first to stay within ground effect. In ground effect the plane can achieve its best acceleration to Vy. Once Vy is obtained climb is initiated and reconfiguration takes place. .

Common mistakes are failing to put in required flaps, not holding yoke all the way back while taxiing on to runway, not keeping plane moving, excessive braking, failure to keep sufficient pitch attitude, letting aircraft settle to ground after initial liftoff, failing to stay close enough to ground to remaining ground effect, trimming for climb and then
forgetting to raise flaps.
See instructional material on soft field takeoff.

D. Task: 
SOFT-FIELD APPROACH AND LANDING:
REFERENCES; AC 61-21, Handbook, Manual

P 1. Know requirements of soft-field operations as to aircraft capability and runway conditions.
2. Selects touchdown point based on aircraft/pilot capabilities, wind, surface and obstructions.
P 3. Uses POH Vref configuration, speed, pitch attitude and power.
P 4. Uses stabilized approach at Vref (POH gross speed adjusted for reduced weight) No faster than 1.3 Vso +10/-5 knots + gust factor.
P 5. Uses crosswind correction and directional control throughout the approach and landing. (PTS has this out of sequence)
P 6. uses only smooth, timely, proper control use during roundout and touchdown.
P 7. Smooth touchdown without drift and aligned with and other centerline of runway.
P 8. Uses proper configuration, control position and speed to keep movement until reaching firm surface.
P 9. Completes the appropriate checklist.

EX Able to explain how the approach and landing at a soft field is both Similar and different from a normal landing Able to discuss how the configuration of the aircraft at touchdown minimizes the effect of a soft surface.
Establishes and maintains stabilized approach for conditions, smooth appropriate control input throughout, no drift to either side. To demonstrate the approach to and a soft field landing. To maintain approach speed within +10/-5 knots. There is NO mention of an accuracy requirement. Earlier PTS guides indicated a field of unlimited length. Although this is written at the beginning of 1998, you will be well advised to weight this information against any later editions of the PTS.

The soft field approach is identical to normal until the flare. It is important to visualize the situation in which you have a field of unlimited length but of such softness that if the nose wheel should touch the ground it will dig in and flip the plane on its back. It is up to the pilot to make ground contact with the nose attitude and power application such that a nose over cannot occur.

The arrival at flare is with 1500 RPM, 60 knots, and full flaps. During the flare the nose pitch is smoothly increased while power is smoothly reduced to prevent ballooning. At the point of maximum pitch the power is increased to at least 1300. In this configuration and attitude ground contact should occur. Hold the yoke all the way back and up. If flaps are raised immediately the nose will remain pitched up longer. Power may be added to keep the nose wheel off the ground during taxi. Brownie points for clearing the runway without the nose wheel touching.

An alternative method of making a soft field landing is to leave the power at 1500 throughout the approach and actual landing. Smooth, controlled use of the yoke can allow the actual touchdown to occur in a very nose high attitude. Removal of flaps will increase the nose angle after touchdown. To make a good landing, you have to do your best to keep the plane from landing. The ideal situation is to run out of airspeed and altitude at the same moment.
See instructional material on soft field landings.

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