Lesson Plan: Crosswind Operations

Cruise & Ground Reference Maneuvers (GRM)

• Without proper wind correction in cruise, a pilot may drift miles off course
without the slightest of indications and slowly lose situational awareness.
Wind correction angles must constantly be determined, flown, and checked.
[Figure 7]
• As implied in the P.T.S., GRM are also susceptible to crosswinds. Wind
direction and speed must be considered when entering a maneuver (usually
downwind) and making turns (groundspeed and its effect on turn radius).
[Figure 8]
o Review ground reference maneuvers.

Figure 7 – Wind correction angle.

Figure 8 – Effect of wind during turns.

 Lesson Plan: Crosswind Operations

Approach & Landing

• Unless otherwise recommended, full flaps is not a necessity. Available
runway pending, the first two notches of flaps in the Cherokee produce
more lift than drag and permit a faster approach, which increases
maneuverability and stability in crosswinds.
o In gusting conditions, add half of the gust factor to the approach
speed (i.e. 15G25, GF=10, half is 5 knots).
• Establish a crab angle into the wind while in the pattern to maintain a
rectangular course. Do not drift!
• Consider headwind or tailwind components on downwind to base leg to
avoid undershooting or overshooting the runway.
o Headwind: slower groundspeed, turn later, shallower bank.
o Tailwind: faster groundspeed, turn sooner, steeper bank
(approaching 30°)
• On final, the crab may be maintained to compensate for the wind.
However, sharp judgment and timing is required to align the
longitudinal axis of the airplane with the centerline of the runway in
the flare. [Figure 9]
o Failing to do this can impose significant and potentially
damaging side loads on the airframe and landing gear.
• Instead, the sideslip is preferred, since it keeps the longitudinal axis of
the airplane in line with the centerline of the runway. The aircraft is
effectively in ‘equilibrium’ with the crosswind; it is slipping at the same
velocity but opposite direction. [Figure 10]
o The pilot must adjust the aileron and rudder inputs as the
crosswind changes in intensity to avoid ‘slipping’ away from the
runway.

Figure 9 – Crabbing on final approach. Figure 10 – Sideslipping on final approach.

• IF WINDS ARE FOUND TO BE EXCESSIVE AND/OR THE PRACTICAL SLIP

LIMIT HAS BEEN REACHED, GO AROUND! LAND SOMEWHERE ELSE!
• In the flare, the longitudinal axis of the airplane must be aligned with
the centerline of the runway.
o Maintain the sideslip if sideslipping, no other action necessary.
o If crabbing, the crab must be removed the instant before
touchdown to prevent side loading.
• As airspeed decreases, larger control inputs will be necessary to
maintain adequate wind correction. Upwind wheel will touchdown first.
 Lesson Plan: Crosswind Operations

o Relax rudder as nosewheel comes down for proper steering.

• When flying, the crosswind has a significant headwind component due
to the forward motion of the airplane. After touchdown and while
decelerating on the runway, the headwind component decreases and
the crosswind component becomes more ‘potent’, with effects identical
to those encountered when taxiing. Crosswind correction must be
maintained on the rollout; there should be full aileron deflection into
the wind when the aircraft stops.

INSTRUCTOR
GUERILLA
TACTICS Following are several examples from the NTSB database of accidents related to
crosswind landings. Formatting and notes are added.

1. ID# DFW08CA051; Houston, TX; 12/28/2007; Cessna 172 N1458U

The private pilot was flying multiple visual patterns on a 40-foot wide asphalt runway. Winds were
reported by the pilot as variable and gusting. The pilot stated that during the third touch-and-go, the
wind shifted to a crosswind with a tailwind component. While reconfiguring for takeoff, the pilot
perceived a faster than normal groundspeed. A gust of wind contacted the airplane's tail pushing the
nose to the left [WEATHERVANING]. The pilot attempted to correct back to centerline but was hesitant
to input an aggressive correction due to the faster than normal groundspeed. The left main gear ran
off the runway onto the grass and the airplane departed the left side of the runway……On a NTSB Form
6120.1, the pilot reported that the accident could have been prevented with a more aggressive rudder
input.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain aircraft control. A contributing factor was prevailing crosswind.

2. ID# DFW08CA041; Bridgeport, TX; 11/28/2007; Cessna 172P N64197

The 47-hour private pilot was executing full stop landing on Runway 17 with the wind reported from 230
degrees at 9 knots. During the landing flare, the airplane drifted left of the runway centerline, and the
pilot corrected by applying crosswind controls and continued the landing. The airplane touched down
with the left main landing gear off of the 60-foot wide runway and the pilot lost directional control of
the airplane. The nose landing gear buckled, the airplane nosed-over, coming to rest in the inverted
position. The pilot was not wearing the installed shoulder harness and egressed the airplane with minor
injuries. The operator of the airplane recommended that a go-around would have prevented this
accident.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain direction control of the airplane while landing with a crosswind. A
contributing factor was the prevailing crosswind.

3. ID# SEA08CA026; Sedona, AZ; 11/12/2007; PA-28-180 N6356R

The private pilot reported that after reaching rotation speed of 60 miles per hour the nose lifted off the
runway, "...but the plane felt sluggish and heavy, so I gently eased the nose back down and decided to
let the aircraft pick up more airspeed." The pilot stated that after a few seconds the airspeed began to
increase again, "...so I released back pressure again, and I felt the aircraft begin to climb." The pilot
 Lesson Plan: Crosswind Operations

revealed that at this point [the airplane] was "hit" by a sudden gust of wind causing it to be blown to
the left of the runway. The airplane subsequently impacted a taxiway sign before impacting the ground
and coming to rest upright about 100 to 200 feet off the left side of runway 03. The pilot reported the
wind at the time of the accident was from 150 degrees at 4 knots.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's inadequate compensation for the wind condition, which resulted in his failure to maintain
directional control during takeoff. Factors associated with the accident included the gusty crosswind
condition and the taxiway sign.
 Lesson Plan: Crosswind Operations

Multiple Choice Question:

The wind, as reported by the ATIS and verified by the windsock, is 315° at 16 knots. The by-the-book
pilot that you are, you realize that you should have some stiff wind correction in place on your slab-
sided Cessna while you make the long taxi to the active – unless, of course, you like the taste of asphalt
and piles of paperwork. While taxiing on a northbound taxiway with a right turn to east at the end, you
immediately apply and plan to apply after the right turn at the end.

A. left aileron and up elevator; right aileron and down elevator

B. no correction; less power
C. left aileron and neutral elevator; right aileron and down elevator
D. right aileron and down elevator; left aileron and neutral elevator