I typically crab until I am over the threshold, then transition to a sideslip. I also pay attention to needing more rudder and aileron authority as the energy bleeds off. Thankfully, vortex generators on my plane keep control authority at low speeds pretty good so it is not too dramatic. ANother great video Jason and MZeroA team!!!
I agree with Robert - but without the vortex generators I add a touch of power to counter the side slip increased sink rate; it’s a trade-off between a slightly longer flare or far more energetic use of the controls - and at my age I can’t guarantee I can keep up with the hand-eye coordination for too long, especially when I’m not flying quite as regularly as maybe I should. As Dirty Harry said, “A man’s simply gotta know his limitations!”
@@warwickkinscher5986 agree. Plus one thing not mentioned is that depending on the amount of crosswind I rarely approach with full flaps. In fact, I rarely use full flaps unless it’s a short field landing. Usually max of two notches of flaps and a little bit of power.
@@MzeroAFlightTraining passed it! Couldn’t have done it without you guys. On to my instrument training. Thanks for the incredible videos. You rock, Jason.
Great instruction Jason👍🏼. Big planes, little planes, we fly them very similar. I recently transitioned from B-767 to B-747. We fly these heavies the same way. Even the auto-pilots fly them with a crab into the wind and then transition wing down/top rudder in the round-out and flare. With that big wing on the B747, you really need to fly it all the way to the parking spot. So it’s true, what we learn early on really does help us all the way through our flying experience and journey. Thanks again for putting out these instructional videos👍🏼✈️
@@futurepilots9524 Flying is eye - hand coordination, just keep working at it, if you truly want it. Never give up👍🏼. If you have an inner ear issue, eye issue, or internal body issue that prevents you from getting your flight physical, you can still stay with your passion and teach ground school, work on planes, design things for planes, or work around planes at many levels.👍🏼. Keep a smile on your face and never give up😊👍🏼✈️
What do you mean by crabbing with rudder on final? You don’t need to. Let it naturally go nose into the wind if you want to track the runway centreline.
I'm a hybrid too. Crab most of the way then straighten up and lower upwind wing before touchdown to prevent side loading. I think it is the best way to do it after you learn how to do side slips. If you aren't proficient in side slips then it's a good way to mess everything up right before touchdown. Side slipping all the way only makes sense when learning because it always felt like I was fighting the plane all the way down. Especially in gusty winds.
Same as you, my instructor showed me to crab until before touching down. Right before touching down, I was thought to add a bit of aileron into the wind, and rudder in the opposite direction. Really helped.
13 for 13. I'm a hybrid. I crab during final, but unlike Jason, I don't wait until I'm in ground effect I switch to sideslip on very short final. For me, this allows me to get the right amount of aileron and rudder before my mains touch the runway. Sometimes I feel like I am walking the airplane in because my feet are dancing on the rudders while making small adjustments to hold the nose on centerline. My transition to sideslip differs based on the severity of the crosswind. I like to have enough time to make sure my sideslip is holding centerline, so the more steep the crosswind the sooner I transition.
13/13 I side slip during crosswind. I fly a tailwheel so it's always been easier for me to line up my nose on center line, and keeping it there. Makes the whole landing event much easier for me.
nope a tailwheeled aircraft is always much harder to land on strong crosswind, seem's you dont' known well how to fly a tricycle aircraft (i did fly both and prefer the tricycle)
@leneanderthalien to each their own tho right? I own both, I fly both, I do the same thing to land both. Just the way I do it. Other pilots do it different, doesn't matter how it gets done.
13/13 thanks Jason! Love the check ride audiobook. I love listening to it when I do Ubereats/doordash to fund my flight training. I listen to it first before I get into reading the actual PHAK chapters, it helps lay the foundation to what I’m about to read. The subjects click in my head so much easier because I heard it first on the audiobook, it really helps and saves me so much time and $$$. Your content combined with Microsoft flight Sim has really helped my progress. I knew nothing about aviation and started this journey not too long ago. My instructor said he is very impress with my flying as a new student, and especially since I’m only taking flying lessons once a week(that’s all I can budget for now), I was told at 10 hrs, Im technically ready to solo since I fly good even after long breaks, but I wanted to achieved more the “Art of Mastery” so I told him I don’t want to move on until my landings are butter. As of today I now feel very confident on the controls, comms, and smooth landings. I’m at 16 hours now and about to solo next week! Thank you and the whole team. - Tony, training out of Torrance, California. KTOA
Good video series. The crosswind crab on final needs to be killed, boiled, and served with butter and garlic. Teaching pilots to slip all the way to the runway and land on the upwind main in a tricycle gear plane solves several problems all at once: enhanced crosswind directional control, floating due to headwinds - need to descend...add more rudder and increase bank as needed, no side loading on landing. As a bonus, if the pilot ever does a tailwheel transition they don't have to "unlearn" nosedragger techniques that are dangerous in a taildraggger.
13/13, headed to 31/31. As a tail wheel pilot I’m a side slipper. Come over the fence about 5 mph faster to land the upwind wheel first. Fly it till it’s tied down. Any loss of attentiveness during roll out or taxi means “Ground Loop”. While quite exciting, these unintended maneuvers really SUCK! Great lesson, respect crosswinds, but be not afraid.
The technique to land on one wheel i did use it many times with my Ultralight Skyranger, but it's only safe with a high wing airplane, with a low wing airplane the risk of wing strike on ground is high...
I’ve struggled with executing a consistently good cross wind landing until recently. I’m excited to try this hybrid technique and hope to make them even better! 13/13
13/13. I use the hybrid method as well - I don't like touching down in a crab because of the side loading and overall discomfort associated with that sight picture.
13 for 13 sir. I was never taught to crab, only the slip. As I started to fly more on my the crab just felt natural until short final. I then transition to the slip. Good reminders on taxi. I have turned my yoke for the correction too fast on rollout and had my wing dip. Got to remember to do it slowly. Thanks Jason.
13 4 13 Yes I agree with you I am of the hybrid allotment. I trained on a 172 and transitioned over to a Cherokee 180 . I wasn’t really that great on the 172 but it was manageable and yes there were a few tire scuffs. Transitioning into the low wing I admit there were a few more tire scuffs not to mention some side loading and holding Centre line certainly was nothing to talk about. So I promised myself ; now that I was the owner of the Cherokee 180 that I would do all I could to stop the abuse to my aircraft and constantly worked at Crosswinds landings. Everything you say in dealing with the enemy is so absolutely true and now I look forward to any hint of a crosswind landing. Where they were once feared they are sometimes now the best part of the flight ; and yes you’re not finished until you bring it all the way back to the hanger✅✅✅ with the rubber still on the tires.
I just did a CFI stage check with 23kt direct crosswind. I just side slipped all the way in. I cared more about keeping the nose centerline. Had like 75% right rudder in and dancing with it till touch down.
I struggled with crosswinds for a long time as I was appying the crab method and struggling with sideload and touchdown directionality. I recently swapped to the sideslip method and it has really changed things. I concur that being uncoordinated for a long time at a low altitude is not optimal but I would also argue that a stable approach is a good and safe approach so blending from one to the other at the last moment with so many variables changing just doesn't work well for me in mastering the technique. Maybe as I feel more comfortable I will try to work it into my toolkit.
A bit of a hybrid here too, have used the crab method mostly but am gradually learning to sideslip better. I think this method has improved my crosswind landing techniques.
100% a sideslipper just hate haveing to use that big rudder input on transition to flare I feel so much more in control when that airplane is flying straight and "pointing straight"
Prolonged side slipping in a low fuel situation can potentially cause low altitude fuel starvation depending on aircraft and configuration. Great discussion and video, thank you.
G,day Jason from Sydney Australia. Every day I am excited to see the next skill development in the 30 thirty day safer pilot challenge. "I'm ground school" but, some day I'll voice the words "CLEAR PROP" from the cockpit and make that radio call. 🌏🇦🇺
I typically show both, but prefer to teach the Crab method, particularly to students who want to go commercial. When your wingspan gets longer, its harder to dip that wing as you get lower to the ground. And judging by all the fun airliner crosswind videos, they mostly subscribe to the Crab method for that reason.
13 for 13. I normally crab until short final just about ground effect i transition to the one wing low method and bring it on in all the way to the ground and even after landing i hold my crosswind aileron correction in.
I'm a hybrid. I typically crab until the last couple hundred feet, then change to slip to get a feel for what to expect on landing and try to minimize side load. It's also a little better for inexperienced passengers who may not understand uncoordinated flight but they certainly can feel it and may get more nervous, causing a potential distraction at a critical phase of flight.
I use the crab approach but am not very good with cross wind landings and have been told I need to work on them. I haven't been able to establish yet a good mental picture/ way to remember what I should be doing with the controls once I am taxiing.
Thanks. Combo. Committed to land, I drop the upwind wing over the fence, or the displacement, or the threshold, depending on where I’m landing (e.g. why transition at the fence for a 10,000’ 200’ wide runway?).
13 for 13. As others have posted - there is no extra wind flowing over the wing when you have a headwind. Stick and Rudder clearly explains this. Other than that, another great video!!
My first instructor had me doing the crab method. My new instructor wants me to keep the whole plane centered on the runway during final. This means I am "fighting" to stay straight the whole way down. His theory is that it gets you more time actually flying the plane and being a more responsive pilot. What do you think?
Hey guys! Great videos!! Please keep them coming! Perhaps you can give me some advice... I find myself with throttle at idle when I just finished the turn from base to final in order to maintain my 90 km/h airspeed in my Super Cub. The thing is that I ALWAYS BOUNCE after hitting the ground too hard.No matter what I do with the controls, I always hit hard and bounce a few times. Sometimes too hard like going around and sometimes a little softer like to recover it. But always hitting the ground hard every single time! So far, I'm trying to do 3 point landings. Never tried wheel landings yet. Any advices??? Managing my throttle on flare perhaps? I know there is something I'm missing but I can't figure it out by myself. Thanks in advance!!!!
Holding the side slip made crosswind landings easiest for me. One of my instructors told me that this works for training but may be frowned upon by passengers.
Better de crab it and do "The Crosswind Slip" at around 200 agl. That way you have the slip very well stabilized BEFORE THE FLARE. Dumb to wait to do slip and flare at same time. That is inviting double complications. I used to land Cessnas "the slip at 200 way"with direct 25 knot crosswinds. No damages ever.
Quick question, if you use aerodynamic braking do you still put aileron inputs into the wind? My instructor told me to always put my aileron to neutral right before I take off
Hybrid it in. Trick with cross winds for me isn't so much the large cross wind, it's one you don't feel until on late final and it blows you away from the centreline.
1:20Curious how the head wind on base would keep you flying longer than no wind. At the same airspeed and descent rate, the airplane should have a steeper decent angle. This steeper angle should cause the airplane to wind up lower than being higher as stated, no?
You use rudder to maintain a crab?? Crabbing is merely flying straight and coordinated on a heading that results in the ground track you want. My advice to students on the transition to the sideslip is this: 1) Apply rudder to align the nose (the longitudinal axis) with the runway centerline. 2) Simultaneously apply opposite aileron to prevent any sideways drift. It's really the bank-angle that is the drift control variable, not the aileron input. The ailerons are just there to achieve the desired bank angle. 3) As you begin the round out and flare, these sideslip inputs need to slightly increase since airspeed is decaying and thus your rudder is becoming less effective during the round out and flare.
Hey Jason I like to crab my crosswind landings, however just recently I slipped a crosswind landing and found I was a lot more unstable, the plane was really affected by the wind as it was coming from my right and blowing over buildings etc I could really feel it. I think for me crabs the best.
