It's not as simple as that. Less flaps higher speed (typically 5kt for half instead of full flaps) doesn't mean a floating plane, you just also increased stall speed. Why do students find the flaps up landings usually easier in the beginning? Higher speed means more direct reaction to control inputs, more authority. Crosswind landings require a slip latest after roundout. That bleeds of airspeed faster than you are used to in (I hate the word) the flare which really is slow low flight over the runway until your plane doesn't want to fly anymore, or at least close. Moving everything up 5kt, or even 10kt without flaps can help there. Don't forget a Cirrus e.g. lands full flaps faster that most high wings without flaps anyway. It's a matter of experience. In the beginning, there is nothing wrong if you have trouble with control of the aircraft to go a little faster with less flaps. Not faster with full flaps because that's making it worse. You still have to control the plane down to the same touchdown speed. Less flaps and your touchdown speed and authority go up. That's also why with more experience you don't do it anymore because there are other risks of higher touchdown speeds you can avoid if you are fine with a slip at low speed in the "flare" and the bigger inputs you need to get right. A Cirrus without flaps you maintain so much control, it feels much easier to land with 90kt approach speed and no flaps, if there is enough runway. But everything you mess up on touchdown and after that is also amplified by 10kt. So it's really not recommended.
In the opening and closing scene, the pilot is slipping the wrong direction. This occurs when the pilot starts by useing the yoke to turn towards the runway (a natural tendency for anyone who has driven a car) and is then forced to use the opposite foot to keep from drifting off center line. The fix is, like jumpinng into muddy water, FEET FIRST. Start with rudders to straighten up the airplane direction and apply opposite ailerons as required to first keep the upwind wing from rising and then even more aileron to drop the upwind wing to control drift. When I taught X-wind landings, I split the controls. As one pilot straightens out the nose with rudder, the other pilot applies the opposite airleron. Let the student pilot concentrate on the rudder first because it is the less natural control input. The instructor manipulates the ailerons for drift and elevator and throttle. As the airplane touches down the instructor will maintain a shallow bank into the wind for touchdown and as long as possible into the roll out, adding more aileron into the wind as both mains touch ground. The landing roll out ends with full aileron into the wind. On the next landing, revers the rolls. Let the student run the ailerons, elevator and throttle while the instructor runs the rudder. Once the student has mastered each drill then let the student do both. 5K hr CFI & 25K hr ATP
this video is excellent. i’m doing flight training at an airport where there is literally always a crosswind so this video was a lifesaver, now i have them down! thanks
The slip is the greatest cheat code for the GA pilot. Proficiency in side slipping turns crosswinds into a non issue (up to a point). With the additional drag, I usually add a touch of power to keep a stabilized approach.
This is excellent. I always though crosswind landings were easy until you mentioned the side stress on the landing gear! Two or three of my sim landings and I'll be in for a costly surprise!
The final transition from crab to aligning with the certerline can be tricky... I had a close call during training due to not enough opposite aileron during the application of rudder to exit the crab. Thankfully the CFI was right there with hands on the controls.
This is the best video I have seen on crosswind landings. Just a couple tweeks, if an old Ag instructor may. First the nose we think of, under the prop, is not an accurate way to maintain longitudinal alignment. Keep the centerline and centerline extended between our legs. How can it be both between student and instructor's legs. It's optical. We are looking well down the runway. As you pointed out so well, we keep the centerline and centerline extended between our legs (side slip method) or aligned with out butt (crab method) with slight rudder movement. Dynamic proactive rudder movement to bracket the centerline (or taxi line) is a tailwheel method (walk the rudders) that works equally well with nose gear airplanes. Coordinated turns to keep the centerline between our legs certainly doesn't work on the ground. Nor does it work well on short final. Adverse yaw is a bit complicated with all this other stuff going on. Even with the crab, dynamic proactive rudder (walk the rudders) will bracket the centerline extended under our butt. With the side slip it is absolutely necessary to use rudder only. Even in a no crosswind situation, walking the rudders a bit to tightly bracket the centerline extended will automatically keep the wings level. Rudder yaw is how the B-17 bombardier, with the rudder trim control only, aligned the crosshairs of the Norden bomb sight with the target. Again, an excellent lesson on crosswind landing techniques.
I'm doing a Recreational Pilot Certificate course (I got a PPL years ago but didn't use it). Next lesson on Sunday, cross wind landings. Thanks for the timely tips.
Useful, practical and excellent info. Graphics superb! Thanks, too, yoke and rudders in upper screen. Side slip I believe will cause one to lose altitude faster than crab method. AS you say, either method is tricking and adjustments made subtly and quickly over the runway. Practice, Practice. But every landing in crosswind is a different adventure!
I prefer crabbing all the way and prior to land would sideslip to fly along the Center line pointing straight down but I struggle a lot with crosswinds since I only fly taildraggers, I hope non taildraggers are easier to land with crosswind cuz in the tailwheel even the CFIs seem to be afraid of landing!
The aileron direction that makes the bank that controls DRIFT, on roll out, now provides the YAW, that now supplements the stalling rudder with DIRECTIONAL control. Cheers. CFI R Fuchs 1507987.
The Problem with the Sideslip is, that it increases drag a lot. Perfect for a fast descent if no speed brakes available, but in the crosswind scenario You might prefer a "normal" descent. Best Videos to a lot of topics btw.
Um,, you aren’t really side slipping. You’re flying into the wind enough to compensate for drift. Technically you are crabbing when the nose is pointed parallel to the runway in a cross control situation..
@@michaelgarrow3239 No. Those are two different Techniques. You can do side slipping (4:00) or crabbing (2:15) or a combination of both. What ever You choose: the moment You intentionaly do not fly coordinated (rudder and aileron not in sync) it's called slipping. And that creates additional drag.
@@streptokokke1003 - Um,, that is exactly what I said… Edit: I guess I wasn’t clear. When you’re flying straight down the runway in a crosswind- and you are using cross controls that is technically a slip. When you crab into the wind to compensate for drift you are in coordinated flight and not slipping… All of this is completely confused by using a slip to crab an airplane to lose altitude in a no wind situation…
Working xwind landings on floats, absolutely terrifying. Ideally you should always land into the wind by changing where you approach over the lake however sometimes, obstacles or the shape of the lake limit this.
IMO for someone whose goal is to fly larger airplanes, the crab/kick out method is the best, as it is easier to manage and an extended side slip is uncomfortable for passengers.
I think side slipping will allow you to handle a stronger cross wind if I'm not mistaken. It seems like an old timer out of Reno Nevada might've told me this.
I flew my 85hp Cessna 140 out of Lancaster california. High desert always hot very windy with crosswinds in summer. Found the safest way. NO flaps. No crabs. Too dangerous switching from crab to slip. Higher than normal approach speed. Dip that wing into wind to keep from drifting. Use rudder to keep nose on centerline. Force that wheel into ground with yolk. Hold it there hard. Kind of like carrier landing. Keep bleeding off airspeed …opposite wheel will drop to runway. Keep pushing that yolk hard forward with aileron into wind. Tail will next drop. Fly it on ground to hanger or tie down. With the winds we had the ground speed at touchdown was minimal…10mph roughly on bad days.
The one thing no one ever does is partial flap landings in calm wind. So we get into a higher stress situation with a crosswind and introduce a new landing profile we don’t hardly practice, partial flaps. Regardless of crosswind I land max flaps in light aircraft (many years flying 135, GOM 35-40kts X limits) Fly the aircraft as similar as possible for each scenario to reduce variables that come with conditions. Drive it on, dump the flaps and transition from flying to a ground object ASAP. The idea is that at flaps 0 or flaps 10 you land at a speed that allows the aircraft to fly (lift) without any way to increase stall speed when the mains are touching. Landing flaps full you’re still landing at a speed (slower than flaps 0 or 10) that allows for flight but dumping the flaps when you touch means you’ve now raised your stall speed well above your Vso & probably Vref+gust additive. If you need the speed to make the ailerons, elevator or rudder effective go somewhere else. If I can’t control it in the air I sure don’t want to be rolling out with diminishing control ability. Yes we add up to 15-20kts (depends on the operator) In the transport category aircraft to Vref for winds but it’s calculated for landing distance & briefed. Crab vs side slip depends on type of aircraft. Crab landings in TW no bueno, light retractable gear aircraft again no bueno, hard on the gear, can fold a gear leg if you slide on ice and grab dry pavement etc. Conventional gear transport category aircraft can handle and need a crab landing (otherwise we drag the engine pylons) though we do dip the wing somewhat usually to get rid of some of the crab.
Crab is the only right way to do crosswinds. As you stated, you’re constantly changing the inputs as the plane slows down anyway, AND since the winds at the surface are going to be different than the winds aloft 99% of the time, there is no reason to be cross controlled on approach. 👍🙌🏻
I agree with you and teach the crab approach as well, but I'm going to push back a little on "the only right way...". People have their pet techniques and if it leads to a good landing, who am I to call it wrong.
@@chapmanflying7632 I know…. But I’m obnoxiously stubborn on This particular topic 😆 because while other people may be able to “make it work” other ways, they’re working harder in the process by doing so 😊
I found myself much easier to do side slip x/w landing. My mindset and body just keep doing the same motion - side slip all way down the runway. I crab on the long approach, side slip at ~200ft AGL, sometime add a touch of power to keep the speed. This gives me a stable approach all way to the ground. I did the crab and cross control during flare, feel like it gives me less margin ( no time) for error. All techniques work for you on a small plane, a safe landing is all that counts.
When you're touching down in the crab, after your rear tires touchdown, should you center your rudder pedals before the nose wheel touches so you don't jerk the plane off runway since you use the rudder to steer on the ground?
You don’t touch down “in the crab”-even if doing a crab maneuver on final you still need to straighten your fuselage out before touchdown (using slip cross controls). You want your upwind mainwheel to touch first, then your downwind mainwheel, then your nose wheel. In other words you need to put yourself essentially in a side slip (aligning your nose with the runway) just before touchdown.
The nosewheel actually stays straight while in the air even with rudder inputs. So it will always touchdown “straight”. As weight goes on the nosewheel, it aligns with your rudder, so you will probably feel some turn if you have rudder in but you will be able to react and let out rudder. But to answer your question you don’t need to center your rudder pedals -before- the nosewheel touches down (it’s already centered!)
I'm having a hard time understanding how to adjust aileron input in the landing roll out to prevent drift. Here is shown two things regarding: 1. Once all the wheels are on the ground the aileron input must be increased and 2. After landing the only purpose of aileron input is to keep the upwind wing down. My question is: How much input and how to know it??
After 1. as you continue to decelerate, gradually increase the aileron input to maximum deflection into the wind and maintain it until you turn off the runway. While taxiing to the ramp or tie-down you may need to deflect to the opposite direction depending on where the nose is facing relative to the wind, each time you turn. Feel free to ask for any further clarification if you need.
the only problem is that none of these methods would work on a bigger airplane (I mean airliner); yes, you would use a crab and then decrab before flare but you can't put the upwind wing down and land on one wheel (you risk a pod strike)
The kick straight method is viable for larger high wing aircraft such as ATR, Dash 8 and in some cases airlines. However airliners are also designed to withstand side loading for these kinds of landings.
You can put the upwind down and land on the upwind gear during the flare with a boeing 737. You just have to be aware of a precise bank angle where the bad things can happen. Anyway it's just not recommended, but you definitely can do this.
i need to understand, how does the crab happen? How do you drift like that up in the air without banking the airplane? Are you using slightly some rudder into the strong winds and a result you look like drifting sideways? Thanks.
The ailerons, making BANK to control drift, are the SAME as that used on roll out that provides the adverse YAW to supplement the rudder with directional control. Especially usefull with near nil braking in winter or wet runway. A MUST in tail wheel ALL THE TIME. RULE: Ailerons PROPORTIONALY applied opposite to needed rudder. X controled touch down & rollout.
you absolutely hold the centerline with aileron and the ONLY function of the rudder is to keep the longitudinal axis of the fuselage aligned with the runway. you have it totally backwards and have no business claiming to teach proper xwind landings. you would ground loop if you tried to land a taildragger in a decent xwind without a doubt. you should never teach a student to crab on final either, they should use this as an opportunity to get comfortable with using the correct amount of aileron to stay on centerline with the changing wind all the way to touchdown along with the amount of rudder needed to keep the aircraft alighned with the runway as you are adjusting the ailerons. you also don't address the importance of knowing which way the aircraft is going to drift once it touches down because i don't really think you know the answer to that important question. it is going to drift to the left side in a left xwind and almost every pilot forgets about aileron input right after touchdown and steers the aileron like they would steer their car which is the exact opposite as the needed input of steering aileron the same direction as it is drifting. also the ailerons are far more powerful than the rudder for controlling drift after touchdown. this is why almost every groundloop happens especially in taildraggers. when the airplane drifts left after touchdown the pilot steers right without even realizing it and full right rudder and right brake won't overcome the force of the incorrect aileron input and it goes out of control off the left side of the runway. also the airplane in the beginning of the video has the nose slightly pointed away from the left xwind which requires even more left aileron to hold the centerline. every degree your nose is pointed into the wind results in less aileron required to hold centerline.
Excellent video, great channel. Keep it up.
Thanks for your landing video at the beginning!
@@flightinsight9111 Thanks man, happy to share clips any time.
Can’t more agree !!!
I found useful to remember "Wings for the Wind, Rudder for the Runway".
Probably one of the best things I read today. I'm going from gliders back into power - no more crabbin' for me!
Awesome just saved this
My CFI also suggested landing with one 1 notch of flaps (touchdown at higher speed for better control) when runway length permits.
during strong crosswind you usually need to use lower flaps to maintain elevator and rudder control as well
Not really!!! You will have an aircraft that wants to float on the runway- as the crosswind relentlessly shoves you off the runway!!!
Sounds like you haven't really landed in a "strong" x wind!!!
It's not as simple as that. Less flaps higher speed (typically 5kt for half instead of full flaps) doesn't mean a floating plane, you just also increased stall speed. Why do students find the flaps up landings usually easier in the beginning? Higher speed means more direct reaction to control inputs, more authority. Crosswind landings require a slip latest after roundout. That bleeds of airspeed faster than you are used to in (I hate the word) the flare which really is slow low flight over the runway until your plane doesn't want to fly anymore, or at least close. Moving everything up 5kt, or even 10kt without flaps can help there. Don't forget a Cirrus e.g. lands full flaps faster that most high wings without flaps anyway. It's a matter of experience. In the beginning, there is nothing wrong if you have trouble with control of the aircraft to go a little faster with less flaps. Not faster with full flaps because that's making it worse. You still have to control the plane down to the same touchdown speed. Less flaps and your touchdown speed and authority go up. That's also why with more experience you don't do it anymore because there are other risks of higher touchdown speeds you can avoid if you are fine with a slip at low speed in the "flare" and the bigger inputs you need to get right. A Cirrus without flaps you maintain so much control, it feels much easier to land with 90kt approach speed and no flaps, if there is enough runway. But everything you mess up on touchdown and after that is also amplified by 10kt. So it's really not recommended.
@@douglasmcroberts9586 nah. Just 16knots gusting 22 in a small piper.
P.s. less flaps = less floating = more control
In the opening and closing scene, the pilot is slipping the wrong direction. This occurs when the pilot starts by useing the yoke to turn towards the runway (a natural tendency for anyone who has driven a car) and is then forced to use the opposite foot to keep from drifting off center line. The fix is, like jumpinng into muddy water, FEET FIRST. Start with rudders to straighten up the airplane direction and apply opposite ailerons as required to first keep the upwind wing from rising and then even more aileron to drop the upwind wing to control drift.
When I taught X-wind landings, I split the controls. As one pilot straightens out the nose with rudder, the other pilot applies the opposite airleron. Let the student pilot concentrate on the rudder first because it is the less natural control input. The instructor manipulates the ailerons for drift and elevator and throttle. As the airplane touches down the instructor will maintain a shallow bank into the wind for touchdown and as long as possible into the roll out, adding more aileron into the wind as both mains touch ground. The landing roll out ends with full aileron into the wind. On the next landing, revers the rolls. Let the student run the ailerons, elevator and throttle while the instructor runs the rudder. Once the student has mastered each drill then let the student do both. 5K hr CFI & 25K hr ATP
this video is excellent. i’m doing flight training at an airport where there is literally always a crosswind so this video was a lifesaver, now i have them down! thanks
The slip is the greatest cheat code for the GA pilot. Proficiency in side slipping turns crosswinds into a non issue (up to a point). With the additional drag, I usually add a touch of power to keep a stabilized approach.
This is excellent. I always though crosswind landings were easy until you mentioned the side stress on the landing gear! Two or three of my sim landings and I'll be in for a costly surprise!
Really the best video I have seen on crosswind landings, thanks from a just licensed ppl !
The final transition from crab to aligning with the certerline can be tricky... I had a close call during training due to not enough opposite aileron during the application of rudder to exit the crab. Thankfully the CFI was right there with hands on the controls.
I'm having great timings with your uploads. My landing lessons are coming up and just reading about it. And notification pops up. 🌟
Great visuals, as always; thanks for posting.
I needed this. Excellent instruction. Thanks!
This is the best video I have seen on crosswind landings. Just a couple tweeks, if an old Ag instructor may. First the nose we think of, under the prop, is not an accurate way to maintain longitudinal alignment. Keep the centerline and centerline extended between our legs. How can it be both between student and instructor's legs. It's optical. We are looking well down the runway. As you pointed out so well, we keep the centerline and centerline extended between our legs (side slip method) or aligned with out butt (crab method) with slight rudder movement. Dynamic proactive rudder movement to bracket the centerline (or taxi line) is a tailwheel method (walk the rudders) that works equally well with nose gear airplanes. Coordinated turns to keep the centerline between our legs certainly doesn't work on the ground. Nor does it work well on short final. Adverse yaw is a bit complicated with all this other stuff going on. Even with the crab, dynamic proactive rudder (walk the rudders) will bracket the centerline extended under our butt. With the side slip it is absolutely necessary to use rudder only. Even in a no crosswind situation, walking the rudders a bit to tightly bracket the centerline extended will automatically keep the wings level. Rudder yaw is how the B-17 bombardier, with the rudder trim control only, aligned the crosshairs of the Norden bomb sight with the target. Again, an excellent lesson on crosswind landing techniques.
I'm doing a Recreational Pilot Certificate course (I got a PPL years ago but didn't use it). Next lesson on Sunday, cross wind landings. Thanks for the timely tips.
Excellent presentation. Thanks
This is great, so clear! I haven’t had to do face this challenge yet as a student but this explanation will help me prepare.
currently in flight school, this helps a lot, thanks!
Useful, practical and excellent info. Graphics superb! Thanks, too, yoke and rudders in upper screen. Side slip I believe will cause one to lose altitude faster than crab method. AS you say, either method is tricking and adjustments made subtly and quickly over the runway. Practice, Practice. But every landing in crosswind is a different adventure!
Such a good instructor
Thanks for the great instructions.
Excellent as always!
Best explanation out there.
Thank you for the video.
VERY good explanation!
Fantastic video as always!
Great work!
Excellent video!!!👍
Thanks a lot, sir!
thanks man！ It helps me a lot！
Excellent video
Excellent points
Excellent animation
I like this .... Maybe even more examples of other moves while flying. Stalls for example.
Nice illustration explaining how to land an airplane
I prefer crabbing all the way and prior to land would sideslip to fly along the Center line pointing straight down but I struggle a lot with crosswinds since I only fly taildraggers, I hope non taildraggers are easier to land with crosswind cuz in the tailwheel even the CFIs seem to be afraid of landing!
❤very helpful visualization thank you
Yesss
I think that heavier a/c are more suited to crab style x wind than side slip, especially light twins
100%
I love it. Well practical. I'll try this
I have never flown an airplane and after this video understand perfectly what the challenge and the solutions are. Perfect!
The aileron direction that makes the bank that controls DRIFT, on roll out, now provides the YAW, that now supplements the stalling rudder with DIRECTIONAL control. Cheers. CFI R Fuchs 1507987.
The Problem with the Sideslip is, that it increases drag a lot. Perfect for a fast descent if no speed brakes available, but in the crosswind scenario You might prefer a "normal" descent. Best Videos to a lot of topics btw.
Um,, you aren’t really side slipping. You’re flying into the wind enough to compensate for drift. Technically you are crabbing when the nose is pointed parallel to the runway in a cross control situation..
@@michaelgarrow3239 No. Those are two different Techniques. You can do side slipping (4:00) or crabbing (2:15) or a combination of both. What ever You choose: the moment You intentionaly do not fly coordinated (rudder and aileron not in sync) it's called slipping. And that creates additional drag.
@@streptokokke1003 - Um,, that is exactly what I said…
Edit: I guess I wasn’t clear.
When you’re flying straight down the runway in a crosswind- and you are using cross controls that is technically a slip.
When you crab into the wind to compensate for drift you are in coordinated flight and not slipping…
All of this is completely confused by using a slip to crab an airplane to lose altitude in a no wind situation…
@@michaelgarrow3239 Yes, and this cross controls create additional drag.
@@streptokokke1003 - yes they do.
😎
When I was a student pilot, I flew crosswind landings so much; calm wind landings I found difficult (still on occasion).
I hate no wind landings (except that I can land so perfectly)
Working xwind landings on floats, absolutely terrifying. Ideally you should always land into the wind by changing where you approach over the lake however sometimes, obstacles or the shape of the lake limit this.
IMO for someone whose goal is to fly larger airplanes, the crab/kick out method is the best, as it is easier to manage and an extended side slip is uncomfortable for passengers.
Student: "Why do I have to land centerline? the Runway is 175ft wide."
Me: takes student to airport with
I think side slipping will allow you to handle a stronger cross wind if I'm not mistaken. It seems like an old timer out of Reno Nevada might've told me this.
I flew my 85hp Cessna 140 out of Lancaster california. High desert always hot very windy with crosswinds in summer. Found the safest way. NO flaps. No crabs. Too dangerous switching from crab to slip. Higher than normal approach speed. Dip that wing into wind to keep from drifting. Use rudder to keep nose on centerline. Force that wheel into ground with yolk. Hold it there hard. Kind of like carrier landing. Keep bleeding off airspeed …opposite wheel will drop to runway. Keep pushing that yolk hard forward with aileron into wind. Tail will next drop. Fly it on ground to hanger or tie down. With the winds we had the ground speed at touchdown was minimal…10mph roughly on bad days.
The one thing no one ever does is partial flap landings in calm wind. So we get into a higher stress situation with a crosswind and introduce a new landing profile we don’t hardly practice, partial flaps.
Regardless of crosswind I land max flaps in light aircraft (many years flying 135, GOM 35-40kts X limits) Fly the aircraft as similar as possible for each scenario to reduce variables that come with conditions. Drive it on, dump the flaps and transition from flying to a ground object ASAP. The idea is that at flaps 0 or flaps 10 you land at a speed that allows the aircraft to fly (lift) without any way to increase stall speed when the mains are touching. Landing flaps full you’re still landing at a speed (slower than flaps 0 or 10) that allows for flight but dumping the flaps when you touch means you’ve now raised your stall speed well above your Vso & probably Vref+gust additive.
If you need the speed to make the ailerons, elevator or rudder effective go somewhere else. If I can’t control it in the air I sure don’t want to be rolling out with diminishing control ability.
Yes we add up to 15-20kts (depends on the operator) In the transport category aircraft to Vref for winds but it’s calculated for landing distance & briefed.
Crab vs side slip depends on type of aircraft. Crab landings in TW no bueno, light retractable gear aircraft again no bueno, hard on the gear, can fold a gear leg if you slide on ice and grab dry pavement etc.
Conventional gear transport category aircraft can handle and need a crab landing (otherwise we drag the engine pylons) though we do dip the wing somewhat usually to get rid of some of the crab.
👍
Very well explained with the support of the rudder and aileron description.A master videol
What flaps would be good and do we stall the plane at the end ?
What about the B 52
Crab is the only right way to do crosswinds. As you stated, you’re constantly changing the inputs as the plane slows down anyway, AND since the winds at the surface are going to be different than the winds aloft 99% of the time, there is no reason to be cross controlled on approach. 👍🙌🏻
I agree with you and teach the crab approach as well, but I'm going to push back a little on "the only right way...". People have their pet techniques and if it leads to a good landing, who am I to call it wrong.
@@chapmanflying7632 I know…. But I’m obnoxiously stubborn on This particular topic 😆 because while other people
may be able to “make it work” other ways, they’re working harder in the process by doing so 😊
I don’t think I would want to put the plane on the runway while crabbing…..
Crab on approach, cross control to land
I found myself much easier to do side slip x/w landing. My mindset and body just keep doing the same motion - side slip all way down the runway. I crab on the long approach, side slip at ~200ft AGL, sometime add a touch of power to keep the speed. This gives me a stable approach all way to the ground. I did the crab and cross control during flare, feel like it gives me less margin ( no time) for error. All techniques work for you on a small plane, a safe landing is all that counts.
When you're touching down in the crab, after your rear tires touchdown, should you center your rudder pedals before the nose wheel touches so you don't jerk the plane off runway since you use the rudder to steer on the ground?
You don’t touch down “in the crab”-even if doing a crab maneuver on final you still need to straighten your fuselage out before touchdown (using slip cross controls). You want your upwind mainwheel to touch first, then your downwind mainwheel, then your nose wheel. In other words you need to put yourself essentially in a side slip (aligning your nose with the runway) just before touchdown.
The nosewheel actually stays straight while in the air even with rudder inputs. So it will always touchdown “straight”. As weight goes on the nosewheel, it aligns with your rudder, so you will probably feel some turn if you have rudder in but you will be able to react and let out rudder. But to answer your question you don’t need to center your rudder pedals -before- the nosewheel touches down (it’s already centered!)
@@MrDogfish83 I see.
I'm having a hard time understanding how to adjust aileron input in the landing roll out to prevent drift. Here is shown two things regarding: 1. Once all the wheels are on the ground the aileron input must be increased and 2. After landing the only purpose of aileron input is to keep the upwind wing down. My question is: How much input and how to know it??
After 1. as you continue to decelerate, gradually increase the aileron input to maximum deflection into the wind and maintain it until you turn off the runway. While taxiing to the ramp or tie-down you may need to deflect to the opposite direction depending on where the nose is facing relative to the wind, each time you turn. Feel free to ask for any further clarification if you need.
@@djholro How very kind of you. Thanks!
how do you crab into the wind ?
Hard to emphasize enough to keep the cross controls in after touchdown...!
the only problem is that none of these methods would work on a bigger airplane (I mean airliner);
yes, you would use a crab and then decrab before flare but you can't put the upwind wing down and land on one wheel (you risk a pod strike)
This video is for light singles. Big planes are designed differently and have different techniques,.
@@chapmanflying7632 what is the typical technique for a bigger plane?
The kick straight method is viable for larger high wing aircraft such as ATR, Dash 8 and in some cases airlines. However airliners are also designed to withstand side loading for these kinds of landings.
You can put the upwind down and land on the upwind gear during the flare with a boeing 737. You just have to be aware of a precise bank angle where the bad things can happen. Anyway it's just not recommended,
but you definitely can do this.
2:12 Crab Landing
3:50 Side Slip
4:45 Crab Landing 2
They only crab at the airlines correct?
The video teaches me a lot even better than my instructor.
i need to understand, how does the crab happen? How do you drift like that up in the air without banking the airplane? Are you using slightly some rudder into the strong winds and a result you look like drifting sideways? Thanks.
You maintain wings level with your ailerons
You dont do anything. The wind pushing against your vertical stabilizer will establish a crab angle
It's pretty simple really. The airplane is moving through the air, but that air is also moving relative to the ground as wind.
The ailerons, making BANK to control drift, are the SAME as that used on roll out that provides the adverse YAW to supplement the rudder with directional control.
Especially usefull with near nil braking in winter or wet runway.
A MUST in tail wheel ALL THE TIME.
RULE: Ailerons PROPORTIONALY applied opposite to needed rudder.
X controled touch down & rollout.
landings are no fund without a crosswind
you absolutely hold the centerline with aileron and the ONLY function of the rudder is to keep the longitudinal axis of the fuselage aligned with the runway. you have it totally backwards and have no business claiming to teach proper xwind landings. you would ground loop if you tried to land a taildragger in a decent xwind without a doubt. you should never teach a student to crab on final either, they should use this as an opportunity to get comfortable with using the correct amount of aileron to stay on centerline with the changing wind all the way to touchdown along with the amount of rudder needed to keep the aircraft alighned with the runway as you are adjusting the ailerons. you also don't address the importance of knowing which way the aircraft is going to drift once it touches down because i don't really think you know the answer to that important question. it is going to drift to the left side in a left xwind and almost every pilot forgets about aileron input right after touchdown and steers the aileron like they would steer their car which is the exact opposite as the needed input of steering aileron the same direction as it is drifting. also the ailerons are far more powerful than the rudder for controlling drift after touchdown. this is why almost every groundloop happens especially in taildraggers. when the airplane drifts left after touchdown the pilot steers right without even realizing it and full right rudder and right brake won't overcome the force of the incorrect aileron input and it goes out of control off the left side of the runway. also the airplane in the beginning of the video has the nose slightly pointed away from the left xwind which requires even more left aileron to hold the centerline. every degree your nose is pointed into the wind results in less aileron required to hold centerline.
👍👍👍 Great content!
Very simple procedure. As the dialogue says you must know the theory ir., CLHALFEROWVSQUAREDS.