Normal and Crosswind Landings (Procedure)

This procedure is to be used for landing on a "normal" paved strip rom a short field that has a smooth, paved strip (no obstacle). 
Once on final approach (airplane already configured for landing)...
  • After aligning the airplane with the runway centerline, adjust the final flap and pitch setting for the required rate of descent and airspeed (add 1/2 the gust factor)
  • You should now immediately be able to detect and correct for any wind drift
  • There are 2 methods for correcting for wind drift... Crab Method or the Wing-low (side slip) method- although a combination of both methods can be used

Crabbed Approach

  • Establish a heading (crab) toward the wind that will allow your ground track to be aligned with the runway centerline
  • The crab angle is maintained until just prior to the round out when it must be removed in order to land straight ahead with no side loading on the landing gear
  • If a long final approach is being flow, the pilot may maintain the crab until just before the round out to where the pilot  can smoothly transition to a wing-low method 

Side Slip/Wing-low Approach

  • Align the airplane's heading with the runway centerline 
  • Note the rate and direction of drift
  • Promptly apply correction by lowering the upwind wing (wing down into the direction that the wind is coming from)
  • The airplane should now tend to turn into that direction...
  • Apply sufficient opposite rudder to keep the plane's nose (longitudinal axis) aligned with the runway
  • The side-slip amount will need to bon continuously adjusted 
  • Touch down on the upwind main wheel first, then slowly ease the downwind wheel down 
For this method, think:
"Wing into the wind, feet on the centerline" or
"Control drift with aileron and heading with rudder"
Notes for Students: 
  • To judge where the airplane will touch down, pick a point along the runway (within the first 1/3) and keep it on the same place in the windshield. If the point on the runway drifts above your point on the windshield you are too low, and the opposite is true when the point on the runway falls below the point on the windshield. 
  • On the flare/round-out you should look out to the end of the runway so you can better judge the rate of descent and lateral position (through your peripherals)
  • If the approach ever becomes un-stabilized you can always "reset" by adding power and going around. Check out the guide below (embedded document) from the FAA on how to conduct a stabilized approach.

Criteria for a Stabilized Approach 

Before/upon reaching the final approach segment or 400ft AGL (as appropriate)
  • All briefings and checklists should be completed
  • Airplane should be configured in its final approach setting and aligned with the runway
  • Speed should be within Vref -5/+10
  • Glide path should be established and VSI should be no more than 700ft/min (in most situations)

Crosswind Component

Picture
There are 3 ways to help you compute the crosswind component:
  • Use the back of the e6b (read and follow the instructions on the back of the e6b)
  • Use the graph to the right to compute your crosswind component
  • Use a "rule of thumb" - this works especially well in the airplane (it is not 100% accurate but good ballpark)
if angle = 10 deg then crosswind component = 1/6 wind strength
if angle = 20 deg then crosswind component = 2/6 (1/3) wind strength
if angle = 30 deg then crosswind component = 3/6 (1/2) wind strength
if angle = 40 deg then crosswind component = 4/6 (2/3) wind strength
if angle = 50 deg then crosswind component = 5/6 wind strength
if angle = 60+ deg then crosswind componnet = 6/6 (100%) wind strength


Definition of Gust Factor from FAA-P-8740-49 (On Landings, Part II): The difference between the steady state wind and the maximum gust.


Round Out (Flare)

The "aiming point" which was chosen on the approach will not be point in which the airplane will touch down on...
The touch down point will vary depending on a number of factors including approach speed, flap settings and other airplane characteristics 
The airplane will tend to travel farther than "expected" during the flare because of ground-effect 

Rollout

  • Once on the ground, power should be reduced to idle
  • The landing roll out should be controlled by using aileron (increasing pressure as required) and rudder controls appropriate to the winds. 
  • Steer by using the rudder pedals and not the brakes