Air Exercise CrossWind Landings Definition Landings with winds

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Air Exercise: Cross-Wind Landings

Air Exercise: Cross-Wind Landings

Definition • Landings with winds from any side.

Definition • Landings with winds from any side.

Why? • Runways don’t move and we can’t control the winds.

Why? • Runways don’t move and we can’t control the winds.

How (In brief)? • Side-slip: Modify normal approach procedures as follows. (FTM p. 107)

How (In brief)? • Side-slip: Modify normal approach procedures as follows. (FTM p. 107) • Maintain flight path aligned with centre of the runway by crabbing. • Before the flare and use the rudder to straighten the aircraft with the runway. • Bank slightly into the wind with the ailerons. • Airspeed should be 5 -10 kts higher than for normal landings.

Cross wind landings Techniques (expanded) • Crab method • Wings low method

Cross wind landings Techniques (expanded) • Crab method • Wings low method

Crab method • The crab method is executed by establishing a heading (crab) toward

Crab method • The crab method is executed by establishing a heading (crab) toward the wind with the wings level so that the airplane's ground track remains aligned with the centerline of the runway. • This crab angle is maintained until just prior to touchdown, when the longitudinal axis of the airplane must be quickly aligned with the runway to avoid sideward contact of the wheels with the runway.

Crab method (2) • If a long final approach is being flown, the pilot

Crab method (2) • If a long final approach is being flown, the pilot may use the crab method until just before the roundout is started and then smoothly changing to the wing low method for the remainder of the landing.

Wings low method • To use the wing low method, the pilot aligns the

Wings low method • To use the wing low method, the pilot aligns the airplane's heading with the centerline of the runway, notes the rate and direction of drift, then promptly applies drift correction by lowering the upwind wing.

Wings low method (2)

Wings low method (2)

Wings low method (3) • The amount the wing must be lowered depends on

Wings low method (3) • The amount the wing must be lowered depends on the rate of drift. When the wing is lowered, the airplane will tend to turn in that direction. • It is necessary, then, to simultaneously apply sufficient opposite rudder pressure to prevent the turn and keep the airplane's longitudinal axis aligned with the runway. • In other words, the drift is controlled with aileron, and the heading with rudder.

Wings low method (4) • The airplane will now be side slipping into the

Wings low method (4) • The airplane will now be side slipping into the wind just enough that both the resultant flightpath and the ground track are aligned with the runway. • If the crosswind diminishes, this crosswind correction must be reduced accordingly or the airplane will begin slipping away from the desired path.

Strong crosswind • To correct for very strong crosswind, the slip into the wind

Strong crosswind • To correct for very strong crosswind, the slip into the wind must be increased by lowering the upwind wing a considerable amount. • As a consequence, this would result in a greater tendency of the airplane to turn. • Since turning is not desired, considerable opposite rudder must be applied to keep the airplane's longitudinal axis aligned with the runway.

Strong crosswind (2) • In some airplanes, there may not be sufficient rudder travel

Strong crosswind (2) • In some airplanes, there may not be sufficient rudder travel available to compensate for the strong turning tendency caused by the steep bank. • If the required bank is so steep that full opposite rudder will not prevent a turn, the wind is too strong to safely land the airplane on that particular runway with those wind conditions.

Strong crosswind (3) • Since the airplane's capability would be exceeded, it is imperative

Strong crosswind (3) • Since the airplane's capability would be exceeded, it is imperative that the landing be made on a more favourable runway either at that airport or at an alternate airport.

Flaps and crosswinds • Flaps can and should be used during most approaches since

Flaps and crosswinds • Flaps can and should be used during most approaches since they tend to have a stabilizing effect on the airplane. • However, the degree to which flaps should be extended will vary with the airplane's handling characteristics, as well as the wind velocity.

Flaps and crosswinds (2) • Full flaps may be used so long as the

Flaps and crosswinds (2) • Full flaps may be used so long as the crosswind component is not in excess of the airplane's capability or unless the manufacturer recommends otherwise.

Cross winds and the flare • Since the airspeed decreases as the flare progresses,

Cross winds and the flare • Since the airspeed decreases as the flare progresses, the flight controls gradually become less effective; as a result, the crosswind correction being held would become inadequate. • When using the wing low method then, it is necessary to gradually increase the deflection of the rudder and ailerons to maintain the proper amount of drift correction.

Cross wind flare (2)

Cross wind flare (2)

Ground Roll • Special attention must be given to maintaining directional control by use

Ground Roll • Special attention must be given to maintaining directional control by use of rudder, or nosewheel/tailwheel steering, while keeping the upwind wing from rising by use of aileron. • When an airplane is airborne it moves with the air mass in which it is flying regardless of the airplane's heading and speed. • However, when an airplane is on the ground it is unable to move with the air mass (crosswind) because of the resistance created by ground friction on the wheels.

Cross wind landing roll (2)

Cross wind landing roll (2)

Ground Roll (3) • Characteristically, an airplane has a greater profile or side area,

Ground Roll (3) • Characteristically, an airplane has a greater profile or side area, behind the main landing gear than forward of it. • With the main wheels acting as a pivot point and the greater surface area exposed to the crosswind behind that pivot point, the airplane will tend to turn or "weathervane" into the wind.

Crosswind component • Wind acting on an airplane during crosswind landings and takeoffs is

Crosswind component • Wind acting on an airplane during crosswind landings and takeoffs is the result of two factors - one is the natural wind which acts in the direction the air mass is traveling, while the other is induced by the movement of the airplane and acts parallel to the direction of movement. • Consequently, a crosswind has a headwind component acting along the airplane's ground track and a crosswind component acting 90 degrees to its track.

Crosswind component (2) • The resultant or relative wind, then, is somewhere between the

Crosswind component (2) • The resultant or relative wind, then, is somewhere between the two components. • As the airplane's forward speed decreases during the after landing roll, the headwind component decreases and the relative wind has more of a crosswind component. • The greater the crosswind component the more difficult it is to prevent weathervaning.

Wind Components Wind 190/15 knots at Steinbach South with the runways 35/17 How much

Wind Components Wind 190/15 knots at Steinbach South with the runways 35/17 How much of this wind is a head wind and cross wind?

Wind Components (2) Example: Winds 190@20 knots a Steinbach South with the runways 35/17

Wind Components (2) Example: Winds 190@20 knots a Steinbach South with the runways 35/17 • Chose runway 17, because the winds are reported out of 190, thus the winds are 20 degree of the runway. • On the headwind side of the graph find 20 degree off the runway and move up the to the 20 knot arc. • The point that the 20 degree line and the 20 knot arc meet look straight down and straight to the left. • To the left is the headwind component and down is the crosswind component. Cross wind: 7 knots Head wind: 18 knots