You learn the most when you're just out of your envelope. It's the same as taking your sloop out on a stormy day. It can be frightening, but pilots and sailors alike are courageous souls.
Today was my 2nd lesson learning landings. Last lesson, no winds, and landed 3 times with my instructor saying was some of the best first landings he's seen in a student (even though we both admitted I didn't actually know why or what I did to make it work). Today, 16kts crosswind, I was told to keep same speeds and flaps as normal...was frustratingly difficult and I did not manage to land on my own (2 go arounds, 1 with CFI help). I'll ask the CFI if we could practice low approaches and no flaps next time! Kudos Rob for not dripping sweat like I was, I mean not even a drop on your head!
Thanks Jason. As always, your instructions are hard to beat. Crosswind operations can be handled as long as we know the feel of the plane and we have the finer points in mind.
Thank you!! I'm working toward my CFI, and I really appreciate learning from you. My CFI is awesome, but he doesn't have your experience level. Your lessons help fill the gaps in my training. Thank you!!
This is exactly where I am in my training. There was a slight crosswind today, just enough to blow me off centerline each time. Trying to learn to round out and bank just feet off the runway is a very unnatural feeling. I like the way you took the throttle and let him concentrate on the line-up and flare. I might ask to try that. By the way my instructor said he watches you too. That made me feel validated.
Your point of getting students to establish the alignment is so critical. Prior to full pursuit of my private pilot's license I was lucky enough to practice the mechanics of crosswind landings on an Redbird sim during Sun-n-Fun in '09, and '10 during their slow periods while working near their booth. When I finally had the opportunity to pay for lessons, one of the last things my 1st CFI fixed, was my alignment, after I repeatedly demonstrated I was fully confident with my approach with crosswinds, but was still missing landings, even in calm or straight down the runway wind scenarios. Another student who flew with that CFI earlier that day I was finally corrected, informed me later on, the CFI fixed his alignment challenge the same day. I was flabbergasted the CFI took over 3 months to address what I assert as a fundamental flaw with 2 students, and prior to that correction, I almost gave up on what had been a lifelong dream, because I never made the connection - yes I'm slow. I gave up on that CFI as my primary, but not the dream. I love your work (Podcast subscriber for about 1 year), and will be a Patreon supporter in a few months.
One can never have enough instruction on crosswind landings (honestly my favorite). I did some "near max" crosswind landings back in December. Time to watch the video! Rob did great! Funny story - I'm working on my "extended BFR" (surprisingly, after 22 years it comes back pretty fast) and my instructor had me practicing crosswind landings on the 2nd (and last to date, it's hard to find a rental aircraft and instructor). He teaches slips (I don't like that btw... it doesn't work on an ILS) so I was trying to comply with his direction. As we turned base and I set up the slip I had the left rudder pedal pegged to the floor. Honestly... I was a little unnerved. I was doing something that I wasn't taught to do and the wind at altitude was clearly too much. As we continued to descend I heard "left rudder" in the headset. So I attempted to comply, grudgingly. Then again, "left rudder". I had the left rudder pedal on the floor and clearly it was too much, so I decided that it was time for me to fly the aircraft so I aligned the aircraft with the centerline and made a "pretty not bad" landing. As we rolled out we started talking about the landing and I commented that at one point I had the rudder pegged to the floor and that's why when he asked for more left rudder I didn't comply. He said, I was saying "LESS" rudder not "LEFT" rudder. It's funny now but I was seriously worried about my instructor at the time and I'd just about bet money that he was VERY worried about me lol. His takeaway was to use the term "opposite rudder" in the future. Both of use were wearing Bose headsets with noise cancelling, I think the hearing/understanding problem was related to the stress of the situation. The human mind is an interesting little knot of goo...
Funny story :D, add to it the fact that you were EXPECTING him to say left rudder and not really thinking he will ask you for less rudder, that is where our brain makes us hear and see what we expect!
Very helpful. Thanks! Gusty crosswind factor days: 1. Come in a little faster, 2. Don’t be afraid to do a low approach to practice cross controls with current winds, and 3. Keep those control surface deflections in after touchdown
I like the idea of the low approach to allow the student to process the combination of aileron and rudder needed to maintain the center line and they don't have the pressure of trying to completely land the airplane. It's a lot to digest and allowing the focus on the first part of the process is a great idea. A lot of times we just get too much info for our brains to process and breaking it into chunks makes it a lot easier.
I needed you as my CFI - so far have spent $$$ on 3 hrs of instruction on x wind and never once did my instructor allow me to just hold off over the runway and play with the side-slip to get comfortable!
im at 170 hrs in the 172 and getting close to cpl flight test. my airport runway is short and narrow with gustings winds and strong cross winds. its a very difficult airport to land. this is a great learning video. thank you thank you thank you so so much. im roger
I would say those students are blessed to have you instructing them. I had an excellent instructor back in 1988 at ILG. My suggestion if one can afford to pay for additional hours of this type of instruction it's worth every penny.
Getting ready to start my PPL course, your videos have been a great head start. Also, you have a great demeanor in the cockpit with your students, you never come across as frustrated or stressed. Good job.
Good vid...I always teach dutch rolls before crosswind landings. Teaches the student how to keep the airplane moving straight with rudder and aileron positioned off center. Good way to teach slips too. Being cross controlled is awkward for most new pilots. By the way..I don't see xwind take offs being similar in any way. The second you leave the ground you should concentrate on level wings and crabbing. I ALWAYS teach wing low landings in xwind....you should never take off with a wing low...kills lift when you need it most
I failed my checkride due to crosswind landings. This video really helped me. Nobody showed or told me to do low approaches for crosswind controls, to get a better feeling.
Low approaches over the runway maintaining centreline in crosswind has been the best exercise for me building muscle memory with my feet. Of course i heard of it from TFP and asked my FI to try it out.
My brother pilot just told me about this channel and I am already hooked. I am almost done with my commercial multi and then getting my single add right after then to cfi and cfii. Can't wait to start teaching and looking forward to learning more with you.
Honestly days like those are the best for learning, i did my training mostly during the winter and the short lessons learned during rainy gusty days stick in my mind more than anything. I like your way of teaching and the quality of your videos/lessons, keep up with the good work Cheers!
Kudos for doing low passes. Most instructors would either cancel the flight, go somewhere else, or force landings where the amount actually learned would be near zero as the poor student struggles in those precious few seconds before touchdown. Instead, he was able to have a LONGER time in the actual conditions and was able to see the results of what he's doing. A few people commented about the "maximum crosswind" and yet, that number is the maximum DEMONSTRATED crosswind. It isn't the maximum a pilot can do. AOPA had a recent article about it and talked about how it is the number a somewhat less-than average pilot could do safely. As for figuring out the crosswind component, I learned a trick years ago though I can't for the life of me remember where. It is simply to take one sixth (1/6th) of the crosswind component for every 10 degrees off centerline. So 20 degrees off centerline means 2/6ths (or 1/3rd) of the wind speed as a crosswind component (which at 21 knots means 7 knots). What that essentially means is that at 60 degrees or more off centerline, you are pretty close to full windspeed at crosswind. Technically, the formula is the windspeed times the sine of the angle of difference. Calculating it out, at 60 degrees, that's 86.6%, which at 21 knots comes out to 18.1 knots crosswind component. If you were to say it was slightly less than the full 21, you'd be pretty close. At 30 degrees, the estimation is dead on (three sixths equals one half, and the sine of 30 degrees is .5). At smaller angles, at windspeeds we're likely to fly, the difference is minuscule - usually far less than a knot difference. Frankly, I'd rather be off in my calculations by a couple of knots which is pretty inconsequential and not have to waste time dragging out a calculator or trying to look at some hard to read chart while also trying to fly the plane in what is difficult conditions even in the pattern. As to the slip down final versus crab and kick, that's a religious argument similar to Piper versus Cessna. In the small planes most of us fly, you HAVE to land in a slip (in a crosswind, that is) because if you don't, you'll put side loads on the landing gear and possibly damage them or worse, lose control. If you touch down in a crab, the wheels are facing a different direction from the direction the plane was flying and the direction you want to go. So a lot of instructors prefer the slip down final method because that allows you to set up the slip well beforehand, and doesn't require changing the positioning (or controls) of the airplane at the last moment. On the other hand, flying a long slip can be uncomfortable for passengers, and a slip is often more difficult to maintain than a crab. So some instructors prefer to teach their students to crab and then "kick" at the very end. Personally, I think experienced pilots can do whichever they prefer, but I tend to think that having students change the configuration of the plane shortly before touching down is a recipe for disaster as well as making it harder for a student to learn a normally difficult skill. For some reason, when learning to fly, I just tended to fly a crab until short final and would then slip at that point - sort of the best of both worlds, allowing enough time to settle into a proper slip, but while still having the comfort and ease of a crab most of the way. Finally, it is probably the camera angle, but it looks like the plane was WAY off the extended centerline on approach.
Jason, once again another great instructional video. You are a true professional and your teaching style is one CFI’s should work to replicate. Keep up the great work and thank you for having “The Heart of a Teacher”... hard to find instructors as dedicated as you.
Ailerons have 3 chores; 1) make the bank to TURN the plane (99% of our flying) 2) approaching the runway: makes the BANK that stops xwind drift. 3) ON the runway: provides the ADVERSE YAW that aids rudder in directional control to brake speed.
Excellent presentation... newer student pilot here, recently soloed but I don't have much heavy crosswind experience as yet. Yours and Chris Palmer's channels are about the best resources I've found online for simple but important tips and other information. Thanks for taking the time to put this stuff together.
Awesome video this helped clarify things a lot for me. I'm a 5 hour ppl student and I just experience my first crosswind landing along with 3 touch-and-goes. Love your podcast too btw, had a 4 hour drive the other day and probably listened to 30 episodes the whole way.
Thanks for these vids, definitely been helping my landings a ton. One of my better landing i turned base to final a little early and had a high final with a 60 degree cross wind into a forward slip and nailed it right down
Thank you for your support! It makes a huge difference. We're heading toward 500 Patrons and when we get there I'll do a video and a podcast every week. thanks again
As a student pilot it amazes me how fast ATCs speak. I just listened to the ATC at the Brown Field SD who spoke so fast the made 3 corrections on one transmission. 2 planes collided! 😟
Hi Jason! Love your channel. Keep doing what you do with passion and high professionalism as you 've been doing up to now! Looking forward to seeing the next one!
That’s good instruction. Kudos to you for teaching a crab final vs a slip final for two reasons. 1...that’s how the autopilot pilot would do it on a coupled, IFR approach, and 2...some OM/POH’s caution against prolonged slips in aircraft with left/right only fuel selectors (fuel pick up problem with low quantity). If anyone wants to transition to bigger airplanes, the slip method is incorrect (primacy again). I would guess you’re going to discuss flap position in high wing vs low wing aircraft during crosswinds in the next video?
I just commented about crab final vs slip final. I hadn't read this yet but you nailed it. Until recently I always flew the crab until it was time to transition to landing.
Love the techniques for a confidence builder in real world situations. Managing your machine in crosswind landings cannot be over emphasized. Knowing how to set up your approach, learning the sight picture, understanding when a go around or a touchdown is the choice to make.
Today I landed with a 20 knot crosswind component, and holy shit the rudder was down to the ground and I was banking at least 15 degrees, but strangely it was a pretty good landing
MAN! I love this stuff! I always learn so much! I want you to be my instructor! Love the camera position on this one too, you can see everything going on in and out of the cockpit, so it really helps to understand what’s happening. Thanks for your work on this stuff.
I live in west Texas and am a low hour student pilot. I have never flown on a calm day and all my landing are in strong crosswinds. I find it to be better to only use 10 degrees of flaps if any at all. You are far more knowledgeable on this subject and I would appreciate if you can elaborate on how much flaps to use if you are in a strong crosswind landing. Love your channel and thank you for all the insight.
I am good at crosswinds. It will be weird to land not looking out of the side window. Witch brings up another question. Who is the max crosswind component intended for? Cessa 172 has a max crosswind of 15kts but I have had several landings with a 25kt crosswind gusting to 30 and still had some rudder left.
Very good question Jeremy.! A lot to think about in a strong gusty cross wind. I personally use the headwind component to govern my flap setting. You are right to use less flap in higher cross winds in general, as you will need to keep the air flowing past the vertical stab and rudder. More importantly, to much flap will exasperate the ground effect, and maximize rudder input required as you approach the stall. A very good question and a lot to think about, when preparing for a go around.
I'm stoked that you actually brought out the E6B. They're sort of a joke in the community I think because they're so important for the written but most people forget about them once they start flying.
I love the E6B. I stopped flying with my Apple watch in favor of one with an E6B on it. I'll probably never need it but it's fun to check the GPS while I fly.
Ooooh, I don't do a lot of crosswind landings, since our plane has a very sensitive nose gear (even more so than normal) and we want to avoid any sort of hard landings as much as possible. Doing low approaches is a great idea, though. Next time I have a flight lesson scheduled and there's a good crosswind, I'll ask my instructor if we can do some low approaches instead of going x-country.
If you don't have a good approach, you can't have a good landing. Your landing starts at the end of the downwind. If you have it solid starting there, your landing has a much better chance
Its nice to see both crab and slide technique, personally i like to hold a crab until very close, then lower the wing and align the nose releasing rudder. Cheers!
Street Freaks Racing Videos There is a video with Austin and I on the channel that goes over Adverse Aileron Yaw and Rudder usage. I’m not sure how it plays into crosswind landings though - that’s more about sideslips
The Finer Points when landing in a crosswind, the plane wants to yaw into the wind, when you use ailerons to lower the wing, the aileron that is down makes drag on that side and helps counteract that wind veining. Try a kind of high speed taxi on a no wind day, when you work the ailerons side to side you will feel the adverse yaw put a side load on the steering tire. The up ailerons purpose is to bank the airplane, the entire reason the opposite ailerons goes downward is for its adverse yaw. In model RC, we can remove the down if we want, and the plane banks fine, but the lack of adverse yaw makes you need to use much more rudder to keep the turn coordinated. Seriously, try it on the ground with no wind, once you understand it, crosswind landings are a breeze.
@@waynenocton I'll try it but I believe the effect is irrelevant in reality because you still need opposite rudder to "assist" that effect. So it seems theoretical only. Why consider it in a crosswind landing, isn't it built into the sideslip?
@@TheFinerPoints it's not irrelevant, and you will see when you try it. It's always in play, it's literally the reason the ailerons go down. So say you're on the take off roll with winds coming from the left, the winds are striking the tail, trying to make the plane turn and face the wind, wind veining, when you turn your ailerons full left, the right aileron drops down making drag on the right wing counteracting that veining, keeping the plane going straight down the runway and cancelling the side loading the nose wheel would be under, think about it, the rudder is mostly straight since you want to stay on the centerline. As your speed builds, you use less and less aileron, as you go faster that dropped aileron drags more and more, and at the same time the vertical stabilizer and rudder too become more effective since the speed increase also makes the cross wind part less. I've had a tough time explaining this in person, and am definitely struggling here in the comments, but give it some real thought and I promise, you will have an ah huh moment. I've been unable to find any videos on the subject, I bet a good one would be very successful.
Thank you for the content packed videos Jason. I like your instruction focused approach with just enough inflight footage to keep pilots and non-pilots engaged. Welcome to KMYF by the way. Subscribed!
Great video - thanks for producing and sharing. Just curious how much flaps you were using on each low approach and finally your landing (warning - maybe be covered elsewhere, I did not read all the comments)? Thanks!
Great as always my friend. I'm proud to learn from you. All these fine tunes my knowledge and makes me more confident. I'm still waiting for hat like your to be available for purchase.Cheers Jason.
Dont need a Nav Comp to calculate x/w. Angula difference + 20 (constant from the sine curve) = % of wind that is crossed. In your case 60 + 20 = 80%... of 21 kts... in my head 17kts.. easy. Will always be within 1-2 kts & you can do the numbers on final whilst getting hammered by wind. Anything normally over 80% is going to result in the same technique as %100 x/w anyhow... I fi d this method very easy to teach... Cheers
Great Video Jason! I'm hoping you'll answer me or some other CFI's can give me some advice here. I've just returned to flying after a four year break. I'm doing great and really enjoy flying again and putting in quite a few flights after my BFR. I'm trying to set a xwind, and gusts personal max and it seems you get so many different opinions from everyone on what is safe and what is not. Some (including the CFI I did my BFR with) have stated that they would never attempt to land a 172 in even a 15kt direct crosswind. He even claimed a 172 is not good at handling much more...Here you seemed to have done it with direct at around 18 with higher gusts. Others, like yourself, seem to do it often. I know you can technically fly it down and sideslip as long as you don't run out of rudder.... Any advice based on all of that and what I should set my limits at to begin? Thank you so much...
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You learn the most when you're just out of your envelope. It's the same as taking your sloop out on a stormy day. It can be frightening, but pilots and sailors alike are courageous souls.
"A good landing is one that no one remembers"
Or the one that only the pilot remembers
Middle of the ocean, no one will notice. Unless you are MH370.
A VERY good landing is one that no one notices!
If you can walk away from a landing, it's a good landing. If you can use the airplane the next day, it's an outstanding landing. - Chuck Yeager
Yep. Dad taught me that about driving when I was a teen. He said that no one in the car should be aware of your driving. Miss that guy...
Great episode. Pushing and respecting limits while learning specific lessons. Thx Jason
I can flare and land perfectly but cant keep with the centerline . You explain perfectly. Thank you
Today was my 2nd lesson learning landings. Last lesson, no winds, and landed 3 times with my instructor saying was some of the best first landings he's seen in a student (even though we both admitted I didn't actually know why or what I did to make it work). Today, 16kts crosswind, I was told to keep same speeds and flaps as normal...was frustratingly difficult and I did not manage to land on my own (2 go arounds, 1 with CFI help). I'll ask the CFI if we could practice low approaches and no flaps next time! Kudos Rob for not dripping sweat like I was, I mean not even a drop on your head!
I love these weekly uploads. I’m working on my CFI and they are a big help! Most underrated instructional channel on YT. Keep up the good work Jason.
Thanks Carey! wilco
Thanks Jason. As always, your instructions are hard to beat. Crosswind operations can be handled as long as we know the feel of the plane and we have the finer points in mind.
Thank you!! I'm working toward my CFI, and I really appreciate learning from you. My CFI is awesome, but he doesn't have your experience level. Your lessons help fill the gaps in my training. Thank you!!
Ever since I started flight training in the great plains, high wind is constant, crosswinds nearly all the time. Great training
Low approaches are a great way to teach crosswind landings and often forgotten! Bravo Zulu!
This is exactly where I am in my training. There was a slight crosswind today, just enough to blow me off centerline each time. Trying to learn to round out and bank just feet off the runway is a very unnatural feeling. I like the way you took the throttle and let him concentrate on the line-up and flare. I might ask to try that. By the way my instructor said he watches you too. That made me feel validated.
Jason, it’s just amazing how relaxed and detailed you explain everything and let the student grow into mastering the topic!!! :-)
Your point of getting students to establish the alignment is so critical.
Prior to full pursuit of my private pilot's license I was lucky enough to practice the mechanics of crosswind landings on an Redbird sim during Sun-n-Fun in '09, and '10 during their slow periods while working near their booth.
When I finally had the opportunity to pay for lessons, one of the last things my 1st CFI fixed, was my alignment, after I repeatedly demonstrated I was fully confident with my approach with crosswinds, but was still missing landings, even in calm or straight down the runway wind scenarios. Another student who flew with that CFI earlier that day I was finally corrected, informed me later on, the CFI fixed his alignment challenge the same day.
I was flabbergasted the CFI took over 3 months to address what I assert as a fundamental flaw with 2 students, and prior to that correction, I almost gave up on what had been a lifelong dream, because I never made the connection - yes I'm slow. I gave up on that CFI as my primary, but not the dream.
I love your work (Podcast subscriber for about 1 year), and will be a Patreon supporter in a few months.
One can never have enough instruction on crosswind landings (honestly my favorite). I did some "near max" crosswind landings back in December. Time to watch the video!
Rob did great!
Funny story - I'm working on my "extended BFR" (surprisingly, after 22 years it comes back pretty fast) and my instructor had me practicing crosswind landings on the 2nd (and last to date, it's hard to find a rental aircraft and instructor). He teaches slips (I don't like that btw... it doesn't work on an ILS) so I was trying to comply with his direction. As we turned base and I set up the slip I had the left rudder pedal pegged to the floor. Honestly... I was a little unnerved. I was doing something that I wasn't taught to do and the wind at altitude was clearly too much. As we continued to descend I heard "left rudder" in the headset. So I attempted to comply, grudgingly. Then again, "left rudder". I had the left rudder pedal on the floor and clearly it was too much, so I decided that it was time for me to fly the aircraft so I aligned the aircraft with the centerline and made a "pretty not bad" landing. As we rolled out we started talking about the landing and I commented that at one point I had the rudder pegged to the floor and that's why when he asked for more left rudder I didn't comply. He said, I was saying "LESS" rudder not "LEFT" rudder. It's funny now but I was seriously worried about my instructor at the time and I'd just about bet money that he was VERY worried about me lol. His takeaway was to use the term "opposite rudder" in the future. Both of use were wearing Bose headsets with noise cancelling, I think the hearing/understanding problem was related to the stress of the situation. The human mind is an interesting little knot of goo...
Funny story :D, add to it the fact that you were EXPECTING him to say left rudder and not really thinking he will ask you for less rudder, that is where our brain makes us hear and see what we expect!
Very helpful. Thanks! Gusty crosswind factor days: 1. Come in a little faster, 2. Don’t be afraid to do a low approach to practice cross controls with current winds, and 3. Keep those control surface deflections in after touchdown
I like the idea of the low approach to allow the student to process the combination of aileron and rudder needed to maintain the center line and they don't have the pressure of trying to completely land the airplane. It's a lot to digest and allowing the focus on the first part of the process is a great idea. A lot of times we just get too much info for our brains to process and breaking it into chunks makes it a lot easier.
You are a good instructor Sir, and I appreciate watching your videos and helping me remember things that I forget. ( 1500 hr PVT- VFR Pilot)
I needed you as my CFI - so far have spent $$$ on 3 hrs of instruction on x wind and never once did my instructor allow me to just hold off over the runway and play with the side-slip to get comfortable!
im at 170 hrs in the 172 and getting close to cpl flight test. my airport runway is short and narrow with gustings winds and strong cross winds. its a very difficult airport to land. this is a great learning video. thank you thank you thank you so so much. im roger
I would say those students are blessed to have you instructing them. I had an excellent instructor back in 1988 at ILG. My suggestion if one can afford to pay for additional hours of this type of instruction it's worth every penny.
Nice work!! You have a good instructor!!
This really helped... after watching these two videos I went up and did some perfect landings today!
Getting ready to start my PPL course, your videos have been a great head start. Also, you have a great demeanor in the cockpit with your students, you never come across as frustrated or stressed. Good job.
Love it! High winds require less flaps. I wish I could fly with you for my CFI Unfortunately I moved out of California five years ago.
Nice work and smooth delivery to the student.
I haven`t flown for years and not sure I can afford it now but enjoy flying vicariously through others experiences.
Excellent video of technique. Excellent audio/video quality. Excellent training technique. Great verbal support and teamwork on passes.
Good vid...I always teach dutch rolls before crosswind landings. Teaches the student how to keep the airplane moving straight with rudder and aileron positioned off center. Good way to teach slips too. Being cross controlled is awkward for most new pilots. By the way..I don't see xwind take offs being similar in any way. The second you leave the ground you should concentrate on level wings and crabbing. I ALWAYS teach wing low landings in xwind....you should never take off with a wing low...kills lift when you need it most
Wow great video for all pilots!
Great crosswind example. Thanks.
I failed my checkride due to crosswind landings. This video really helped me. Nobody showed or told me to do low approaches for crosswind controls, to get a better feeling.
Fantastic, thanks Rob for sharing your training
Low approaches over the runway maintaining centreline in crosswind has been the best exercise for me building muscle memory with my feet. Of course i heard of it from TFP and asked my FI to try it out.
Awesome instructional video, you're a great supportive instructor!
My brother pilot just told me about this channel and I am already hooked. I am almost done with my commercial multi and then getting my single add right after then to cfi and cfii. Can't wait to start teaching and looking forward to learning more with you.
Super helpful video, even for those who have flown for a bit. Bravo!
Honestly days like those are the best for learning, i did my training mostly during the winter and the short lessons learned during rainy gusty days stick in my mind more than anything. I like your way of teaching and the quality of your videos/lessons, keep up with the good work Cheers!
Outstanding, detailed debrief
Great instruction as always . I had to laugh when I saw the "Elevator Out Of Service" then the sign pointing to the stairs as "Fitness Centre" :)
haha, yeah that's about right. It was a little marginal there
Kudos for doing low passes. Most instructors would either cancel the flight, go somewhere else, or force landings where the amount actually learned would be near zero as the poor student struggles in those precious few seconds before touchdown. Instead, he was able to have a LONGER time in the actual conditions and was able to see the results of what he's doing.
A few people commented about the "maximum crosswind" and yet, that number is the maximum DEMONSTRATED crosswind. It isn't the maximum a pilot can do. AOPA had a recent article about it and talked about how it is the number a somewhat less-than average pilot could do safely.
As for figuring out the crosswind component, I learned a trick years ago though I can't for the life of me remember where. It is simply to take one sixth (1/6th) of the crosswind component for every 10 degrees off centerline. So 20 degrees off centerline means 2/6ths (or 1/3rd) of the wind speed as a crosswind component (which at 21 knots means 7 knots). What that essentially means is that at 60 degrees or more off centerline, you are pretty close to full windspeed at crosswind.
Technically, the formula is the windspeed times the sine of the angle of difference. Calculating it out, at 60 degrees, that's 86.6%, which at 21 knots comes out to 18.1 knots crosswind component. If you were to say it was slightly less than the full 21, you'd be pretty close.
At 30 degrees, the estimation is dead on (three sixths equals one half, and the sine of 30 degrees is .5). At smaller angles, at windspeeds we're likely to fly, the difference is minuscule - usually far less than a knot difference.
Frankly, I'd rather be off in my calculations by a couple of knots which is pretty inconsequential and not have to waste time dragging out a calculator or trying to look at some hard to read chart while also trying to fly the plane in what is difficult conditions even in the pattern.
As to the slip down final versus crab and kick, that's a religious argument similar to Piper versus Cessna.
In the small planes most of us fly, you HAVE to land in a slip (in a crosswind, that is) because if you don't, you'll put side loads on the landing gear and possibly damage them or worse, lose control. If you touch down in a crab, the wheels are facing a different direction from the direction the plane was flying and the direction you want to go. So a lot of instructors prefer the slip down final method because that allows you to set up the slip well beforehand, and doesn't require changing the positioning (or controls) of the airplane at the last moment.
On the other hand, flying a long slip can be uncomfortable for passengers, and a slip is often more difficult to maintain than a crab. So some instructors prefer to teach their students to crab and then "kick" at the very end.
Personally, I think experienced pilots can do whichever they prefer, but I tend to think that having students change the configuration of the plane shortly before touching down is a recipe for disaster as well as making it harder for a student to learn a normally difficult skill.
For some reason, when learning to fly, I just tended to fly a crab until short final and would then slip at that point - sort of the best of both worlds, allowing enough time to settle into a proper slip, but while still having the comfort and ease of a crab most of the way.
Finally, it is probably the camera angle, but it looks like the plane was WAY off the extended centerline on approach.
You're such an excellent instructor...makes me really want to come out there some day for a few lessons.
Jason, once again another great instructional video. You are a true professional and your teaching style is one CFI’s should work to replicate. Keep up the great work and thank you for having “The Heart of a Teacher”... hard to find instructors as dedicated as you.
Ailerons have 3 chores;
1) make the bank to TURN the plane (99% of our flying)
2) approaching the runway: makes the BANK that stops xwind drift.
3) ON the runway: provides the ADVERSE YAW that aids rudder in directional control to brake speed.
Thanks for a great crosswind lesson! I watched it twice! thanks!
Wow ... subscribed! Love your style, great video.
Excellent presentation... newer student pilot here, recently soloed but I don't have much heavy crosswind experience as yet. Yours and Chris Palmer's channels are about the best resources I've found online for simple but important tips and other information. Thanks for taking the time to put this stuff together.
Strong work as always, Sir.
Great instructor.👍🏻
Great video guys. Thank y'all!
What a great learning tool! Thanks for your calm clear explanations, Jason!
You seem like such a cool instructor!
Thanks Simon!
Awesome video this helped clarify things a lot for me. I'm a 5 hour ppl student and I just experience my first crosswind landing along with 3 touch-and-goes. Love your podcast too btw, had a 4 hour drive the other day and probably listened to 30 episodes the whole way.
Thanks for these vids, definitely been helping my landings a ton. One of my better landing i turned base to final a little early and had a high final with a 60 degree cross wind into a forward slip and nailed it right down
Thanks for all the hard work you put into these videos Jason. Really helpful for student pilots. You gained a Patreon subscription today 👍👌✈️
Thank you for your support! It makes a huge difference. We're heading toward 500 Patrons and when we get there I'll do a video and a podcast every week. thanks again
As a student pilot it amazes me how fast ATCs speak. I just listened to the ATC at the Brown Field SD who spoke so fast the made 3 corrections on one transmission. 2 planes collided! 😟
Great derails and word chose while you walk the student thru each step
Great job. As always.
Hi Jason! Love your channel. Keep doing what you do with passion and high professionalism as you 've been doing up to now! Looking forward to seeing the next one!
Can’t wait to think of it this way next I’m practicing slips
What a lesson man!
Really nice video Jason. Great explanation and demonstration in a layered delivery. I really appreciate your contributions! Keep up the great work!
Thank you!
Takeoff same as landing in reverse. I teach the same! Great video. I’ll send it to my students.
That’s good instruction. Kudos to you for teaching a crab final vs a slip final for two reasons. 1...that’s how the autopilot pilot would do it on a coupled, IFR approach, and 2...some OM/POH’s caution against prolonged slips in aircraft with left/right only fuel selectors (fuel pick up problem with low quantity). If anyone wants to transition to bigger airplanes, the slip method is incorrect (primacy again).
I would guess you’re going to discuss flap position in high wing vs low wing aircraft during crosswinds in the next video?
I just commented about crab final vs slip final. I hadn't read this yet but you nailed it. Until recently I always flew the crab until it was time to transition to landing.
Thanks, the "other way" seems like a crutch.
ZERO flaps until you can fly the airplane. 👍
Frustrating.... still practicing these landings and u make it look so easy... thanks for these vids... makes me want to work harder!
You can do it!
very nice i love your videos. i have logged 14 hours so far. working on my landing as well (traffic pattern)
You are the man!
You're an awesome instructor, looking forward to seeing more.
Another great video! Very informative and helpful. Keep them coming, thanks Jason.
Great vid ! helpful for new pilots like me...
Love the techniques for a confidence builder in real world situations. Managing your machine in crosswind landings cannot be over emphasized. Knowing how to set up your approach, learning the sight picture, understanding when a go around or a touchdown is the choice to make.
Today I landed with a 20 knot crosswind component, and holy shit the rudder was down to the ground and I was banking at least 15 degrees, but strangely it was a pretty good landing
Thank you Jason Miller.
Superb Learning video. Thank you for posting.
MAN! I love this stuff! I always learn so much! I want you to be my instructor! Love the camera position on this one too, you can see everything going on in and out of the cockpit, so it really helps to understand what’s happening. Thanks for your work on this stuff.
I live in west Texas and am a low hour student pilot. I have never flown on a calm day and all my landing are in strong crosswinds. I find it to be better to only use 10 degrees of flaps if any at all. You are far more knowledgeable on this subject and I would appreciate if you can elaborate on how much flaps to use if you are in a strong crosswind landing. Love your channel and thank you for all the insight.
Thanks for the suggestion Jeremy. The good news is you'll be great at crosswinds!
I am good at crosswinds. It will be weird to land not looking out of the side window. Witch brings up another question. Who is the max crosswind component intended for? Cessa 172 has a max crosswind of 15kts but I have had several landings with a 25kt crosswind gusting to 30 and still had some rudder left.
Very good question Jeremy.! A lot to think about in a strong gusty cross wind. I personally use the headwind component to govern my flap setting. You are right to use less flap in higher cross winds in general, as you will need to keep the air flowing past the vertical stab and rudder. More importantly, to much flap will exasperate the ground effect, and maximize rudder input required as you approach the stall. A very good question and a lot to think about, when preparing for a go around.
@@flyifri Thanks! I know if I have a go around situation it's easier to build speed and climb without so much drag!
I'm stoked that you actually brought out the E6B. They're sort of a joke in the community I think because they're so important for the written but most people forget about them once they start flying.
I love the E6B. I stopped flying with my Apple watch in favor of one with an E6B on it. I'll probably never need it but it's fun to check the GPS while I fly.
@@TheFinerPoints The E6-B emits less radiation. ;>)
I've watched plenty of these videos and I still think the theme sounds like the Burn Notice end credits theme.
Great video
Another excellent video. Thank you!
Thank you!
Thanks for posting this. Great video!
so useful, all my crosswind landings this year have been just awful!
Ooooh, I don't do a lot of crosswind landings, since our plane has a very sensitive nose gear (even more so than normal) and we want to avoid any sort of hard landings as much as possible.
Doing low approaches is a great idea, though. Next time I have a flight lesson scheduled and there's a good crosswind, I'll ask my instructor if we can do some low approaches instead of going x-country.
If you don't have a good approach, you can't have a good landing. Your landing starts at the end of the downwind. If you have it solid starting there, your landing has a much better chance
Its nice to see both crab and slide technique, personally i like to hold a crab until very close, then lower the wing and align the nose releasing rudder. Cheers!
Please, if you haven’t yet, do a video on adverse yaw, once I understood it, crosswind landings became easy and fun.
Street Freaks Racing Videos There is a video with Austin and I on the channel that goes over Adverse Aileron Yaw and Rudder usage. I’m not sure how it plays into crosswind landings though - that’s more about sideslips
The Finer Points when landing in a crosswind, the plane wants to yaw into the wind, when you use ailerons to lower the wing, the aileron that is down makes drag on that side and helps counteract that wind veining. Try a kind of high speed taxi on a no wind day, when you work the ailerons side to side you will feel the adverse yaw put a side load on the steering tire. The up ailerons purpose is to bank the airplane, the entire reason the opposite ailerons goes downward is for its adverse yaw. In model RC, we can remove the down if we want, and the plane banks fine, but the lack of adverse yaw makes you need to use much more rudder to keep the turn coordinated. Seriously, try it on the ground with no wind, once you understand it, crosswind landings are a breeze.
@@waynenocton I'll try it but I believe the effect is irrelevant in reality because you still need opposite rudder to "assist" that effect. So it seems theoretical only. Why consider it in a crosswind landing, isn't it built into the sideslip?
@@TheFinerPoints it's not irrelevant, and you will see when you try it. It's always in play, it's literally the reason the ailerons go down. So say you're on the take off roll with winds coming from the left, the winds are striking the tail, trying to make the plane turn and face the wind, wind veining, when you turn your ailerons full left, the right aileron drops down making drag on the right wing counteracting that veining, keeping the plane going straight down the runway and cancelling the side loading the nose wheel would be under, think about it, the rudder is mostly straight since you want to stay on the centerline. As your speed builds, you use less and less aileron, as you go faster that dropped aileron drags more and more, and at the same time the vertical stabilizer and rudder too become more effective since the speed increase also makes the cross wind part less. I've had a tough time explaining this in person, and am definitely struggling here in the comments, but give it some real thought and I promise, you will have an ah huh moment. I've been unable to find any videos on the subject, I bet a good one would be very successful.
Thank you for the content packed videos Jason. I like your instruction focused approach with just enough inflight footage to keep pilots and non-pilots engaged. Welcome to KMYF by the way. Subscribed!
Great video - thanks for producing and sharing. Just curious how much flaps you were using on each low approach and finally your landing (warning - maybe be covered elsewhere, I did not read all the comments)? Thanks!
Nice video!
Very Cool, thanks for sharing.
Great as always my friend. I'm proud to learn from you. All these
fine tunes my knowledge and makes me more confident. I'm still waiting for hat like your to be available for purchase.Cheers Jason.
Dont need a Nav Comp to calculate x/w. Angula difference + 20 (constant from the sine curve) = % of wind that is crossed. In your case 60 + 20 = 80%... of 21 kts... in my head 17kts.. easy. Will always be within 1-2 kts & you can do the numbers on final whilst getting hammered by wind. Anything normally over 80% is going to result in the same technique as %100 x/w anyhow... I fi d this method very easy to teach... Cheers
Thank u Jason. That was very timely as I’ve been struggling w this.
Awesome video..
Thanks.
amazing teaching my friend!
🙏🏻
Dude. Identical to my flight on Friday!
Mongomary gibbs airport, KMYF my favorite on sandiego!
thx for the video
Great Video Jason! I'm hoping you'll answer me or some other CFI's can give me some advice here. I've just returned to flying after a four year break. I'm doing great and really enjoy flying again and putting in quite a few flights after my BFR. I'm trying to set a xwind, and gusts personal max and it seems you get so many different opinions from everyone on what is safe and what is not. Some (including the CFI I did my BFR with) have stated that they would never attempt to land a 172 in even a 15kt direct crosswind. He even claimed a 172 is not good at handling much more...Here you seemed to have done it with direct at around 18 with higher gusts. Others, like yourself, seem to do it often. I know you can technically fly it down and sideslip as long as you don't run out of rudder.... Any advice based on all of that and what I should set my limits at to begin? Thank you so much...