Since when did we start steering with two hands? Ugh....this is very dangerous as it reduces your ability to add power which can certainly be even more necessary in a strong xwind situation....
@@johnmajane3731 100% correct. Updrafts or downdrafts (especially) on short final and hand not on throttle to correct appropriately = airplane damage and or pilot/passenger injuries or worse. OP of video, if you see this = please remember always one hand on yoke/stick and one on throttle when taking off/climbout and approach/landing. You'll thank the ones saying it later.
@@niyantn actually it is a big deal, it is a habit that will eventually at a minimum damage a plane at worst kill somebody. If the pilot is a CFI he is passing this on to his students which means innocent people are going to get hurt.
So many armchair pilots here. As someone with 25 years flying experience, I learned it’s never my place to judge another aviators skill. You got her on the ground. Nicely done. Live, learn, and keep flying.
I’m a private pilot, so I can say that he should’ve kept his hand on the throttle during the landing. It’s unsafe to steer with both hands, because it would take significantly longer to add full power in an emergency go around.
@@mobius1918 This isn’t about “judging other pilots’ flying skills or whatever.” You learn from literally day one as a student pilot to always keep one hand on the throttle in case you need to quickly add power. You should know this, assuming you have 25 years of flight experience.
@@mobius1918 I’m curious who taught you flying, because any good CFI would’ve taught you why you should never have two hands on the yoke like in this video. It’s an obvious safety hazard, and you shouldn’t pretend like it’s fine.
One: Approach speed is ridiculously high, never add more than 15 knots for gust factor. Even then 75 would end you up in a mega float like this guy had. Also being at 80 with gusts puts you mighty close to flap limits. Two: Twenty knot crosswind would have you balancing on your upwind wheel for a while after ground contact to make center line. He had no x-wind correction at all after ground contact. Three: slight turbulence to moderate chop at best buddy, you got some love bumps on short final, probably due to the thermals from the road trying to make it over that treeline as they got blown downwind.
What I am seeing is not a huge cross wind, but very gusty conditions with LLWS. He was absolutely right to carry that much speed on short final. There are a few times where the airspeed indicator dropped suddenly. If that had happened at the normal 60-65 kts, then you are getting dangerously close to stalling 50 ft. above the runway.
@@jamesfischer7334 I can spell it just fine if gmail does not change it on me. As for keeping the hand on the throttle, teach the young lady right instead of criticizing my spelling. She deserves nothing less and it could save her life.
As a student pilot with an instructor in a 172 I reckon we did a cross wind landing over two times stonger than that. Was pointing about 30 degrees off centreline before the rollout
@@wgargan Im referring to keeping the ailerons pointed opposite of the wind after landing. He kept the yoke level after touching down which I was never taught to do
Little to no crab angle and little to no crosswind correction, and on centerline in strong crosswinds. Not to mention that you got to a full stall landing. I would say that the landing was a miracle!
So what part of a 20kt crosswind is insane? Also… as many others have said, taking your hand off the throttle is a very risky move in that phase of flight. You’ll get away with it probably many times, until you don’t.
On strong crosswind, you shoudn't use full flaps. It will be easier to keep the plane on the ground after tuchdown and prevent this hop you had shortly after you tuched the runway.
If you look at the flap lever, to the right of the red mixture control knob, it is in the full down position. Meaning full flaps. Also at 0:56 the pilot reaches down and retracts the flaps during rollout; a bad habit to get into!
@@Fly1024 yep many a Bonanza has been "geared" up on the runway doing that. If you are doing touch and goes in a simple plane like the C-172 it is okay if you look before you move. In an RG no touch and goes.
@@johnmajane3731 Agreed! I fly complex, and during touch and go’s I call out “Have flaps, feels like a flap.” Verifying it does not feel like a tire, which is the landing gear lever.
@@SuperEdge67 probably as many times as you, if you're being truthful of course. Your words make me doubtful you've ever even been at an airport... 💀. Anyway, if he's making it look so easy that you don't believe it's true, that shows how skillful he is
@@jasonMB999 I flew out of Jandakot Airport in Perth, Western Australia for 20+ years. I have about 7 renewals of my instructor rating, and an aerobatic endorsement. By the way Perth is one of the windiest cities in the world. Frankly I couldn’t care less whether you believe me or not. ANYONE with any flying experience can see that isn’t a 20kt crosswind. Its also more than the max cross for a C172. This is just normal RU-vid clickbait.
Gee, a 20K xwind. I invite you to N.Africa, near Tobruk. On a certain day we were nosing into land at Wheelus AB for gunnery, when suddenly we started going sideways (westward). Copilot Smitty yelled "I can't hold the heading", whereupon Pilot Potter, reknowned for training copiots, said "You've got it, Baby, I'm going to the john", and disappeared. Smitty earned his spurs that day, but the N. Africa wind persists.
'No Aluminum was hurt in the production of this Video". That's what counts. Just take all these Wannabe Instructors comments with a Grain of Salt. Nice job Bro.
I have a question pertaining to crosswind landing using a side slip. We are supposed to dip the wing into the wind side and use cross control to maintain centerline correct ? It feels like that’s not natural as the airplane wants to weathervane. Last thing I see these guys let go of the yoke.. is it better to fly the airplane all the way to the ramp ? Or is it ok to let go ? 1 of my CFI,s was really strict on taxing around with correction inputs no matter where we were on the airport. All of this didn’t make any sense until I started doing crosswind landings & take offs and then it seemed to all make sense.
First question: Yes, it doesn’t “feel” natural in the beginning of training, but the point of the forward slip is to induce as much drag as possible to lose altitude without increasing airspeed. And yes, the airplane does want to weathervane, we want to prevent that when slipping to land. When slipping, we’re exposing as much of the airplane as possible to the wind which is not very aerodynamic or efficient, hence why it’s so helpful when high and fast on approach. Second question: I’ve been taught to fly it all the way down even after landing with cross wind correction. I learned why when landing with a friend of mine coming in to land at a 21 gusting 34 knot winds, thankfully the winds were mostly a headwind and didn’t exceed the max demonstrated crosswind for the Cessna. But even after landing, the wind and turbulence was so bad that you could feel the plane lifting on one side and feeling very unbalanced even though it was on the ground. Crosswind correction is very important in my opinion and it’s been recommended everywhere I’ve flown. So, never let go of the yoke until you’re absolutely sure you’re done with the flight or just in calm or variable winds then I don’t think it’s a big issue, but it’s good practice to do it every flight. Usually larger heavy jetliner videos show pilots let go of the yoke after landing, that’s probably the reason why some let go, because they see them do it.
So a few things wrong. First off as others have mentioned one hand on the throttle the other on the yoke. Something goes wrong near the ground you will need the throttle quickly. Just bad form. Second when you landed you should have had full aileron into wind as you rolled out. If there was a real 20 knot cross wind (Doubtful) a high wing plane can easily tip up on a wing. Third you let go of the controls as you rolled out on the runway, just inviting a loss of control. I think you may be an instructor since you are flying from the right seat. Bad example for the student.
so a few things wrong. First of all you have no reason to be "(doubtful)" of the 20 knot crosswing, if you fly at all you will know that the active weather has have gaps and will not always just swoop you out the runway. Secondly, no, it is not mandatory to have 'one hand on throttle, one on yoke', if that's what makes you feel safe you are free to do it, give your 'safety tips' to the people you teach. I don't see any negative in holding the yoke with 2 upon landing if someone is happy with everything. It doesn't take 20 seconds to get your hand back there. Go arounds don't come out the blue, if you can't sense a go around +-10 seconds in advance i don't know if you should be flying in the 1st place. Thirdly, on the ground a plane is not controlled with a yokestick, it's the rudders, letting go of the yokestick doesn't cause "loss of control", though it is advised to orientate your controls according to the wind.
@@jasonMB999 aileron into wind always, I was taught, a gust slapping the control surfaces isn’t good either, that’s why they invented control locks, and no it definitely wasn’t 20 Kts, seen it and done it enough to know better
@@MrMarkguth if you're telling me about what you were taught at this point, it means you've still seen nothing, and most definitely know nothing. You'll get there hopefully.
@@jasonMB999 clearly you have no clue or were very poorly taught. 1) There was no 20 knot crosswind that was clear. 2) You always keep your hand on the throttle when not doing other tasks because that close to the ground you only have seconds to react. 3) On the ground while rolling out you are still flying. A gust of wind can lift a wing and wreck the plane. Even taxiing the correct control input is need to prevent that keep the controls from banging around. This guy demonstrated everything you could do wrong short of crashing in a few minutes. That you are defending this tells me you are probably a Microsoft captain with no real experience.
That was NOT a 20kt crosswind component. It was probably a wind at 20kt slightly off the nose. Isn't max demonstrated crosswind on a 172 something like 15kt? Are you trying to tell us you were exceeding limitations?
Eddie, x wind is not a limitation. Now if you crash and x winds were more than the demonstrated crosswind, your going to have a hard time with the insurance company
People need to read the POH thoroughly. In chapter 4 (?) It specifically talks about pilot skill being the limiting factor. Demonstrated only means they demonstrated it at 15kts. I wish People would read the POH and stop regurgitating that false information.
Don’t think it’s 20kts x-wind cuz the ailerons look totally normal so…. Also never used 2 hands to land… it seems like you are sitting in the right seat so maybe an instructor… or just cfi in the making? Or just some random safety pilot?
So many people get confused by the demonstrated text in the POH. If they were to read the POH completely they would fine (maybe chapter 4, 1978N model,) that it says demonstrated is not a limit and pilot skill is the blah blah. Just loosely paraphrasing, but Cessna does not put a limit on xwind landing. Demonstrated is what they did it at.
PA32-300 Demonstrated Crosswind is 17 KIAS Maximum crosswind component KHUF Runway 5 Sanded, Wind 330@25G33 cleared to land. Used about 9000' and advised to taxi back on runway as taxiways were not yet cleared or even sanded. Touched down @ 106 left wheel then right & nose, Full left aileron & Rudder till nose wheel touches. Fun Ride. You do what you have to as Alternate was 0-0 in BLSN.
Great safe landing! With this crosswinds i can understand the natural human way to hold that stick tight both hands. Lots of pros here might have never crosswinds like that.
20kts? No correction on the ground. I dont think it was 20 knots or even close. Your approach speeds were way too fast. Flaps 20 at those wind speeds. Any turbulence was induced by you
@@jasonMB999 dont stop flying =crosswind corrections on the ground. Basic pilot knowledge. The video claims a 20kts crosswind so it's definitely not something to miss,even if you're flying a b737, so on a c172 the outcomes can be more spectacular.
@@Hk-uw8my It's a choice weather you want to keep cross controls after landing or not, you will use your own intuition at your discretion, so don't tell me about basic knowledge here. A 737 is actually more prone to winds than a c172...¬ bigger surface area for wind to influence. So you can't say that if a b737 suffers then definitely a 172 should suffer more, that shows obvious lack of understanding. Before you get all excited, I fly light airctafts and family members of mine fly bigger planes, and it is from our discussions that i understood that a big planes are more affected, and its quite logical too because they have bigger surfaces.
@UC5MY73RKWCEPNV4xGTdesCQ are you saying that big planes which are heavier and flying faster are more affected by the same wind... an upwind wing of a 737 definitely needs more wind to get raised with the consequences that you should ve learned before calling you a pilot, and i can tell that cross controls are not a choice once you ll see how scraping a downwind tip and/or a runway excursion look like.
@@Hk-uw8my instead of just running the mouth why don't you get a license, 500+ landings, make friends with some experienced airline pilots learn something then you can try to start a meaningful discussion. I said what I said, explained in simple terms, if you don't understand, then it's clearly not meant for you. You don't sound like you even know the landing speed difference between a b737 and a sr22. Keep up with being a RU-vid pilot. And you're severely editing your comment, that's easy proof you don't know what the hell you're talking about...
Go flying in the deserts of the southwest sometime and you will see that this is most definitely NOT “insane” conditions by any stretch. This is a mild breeze.
Yeah…. As others have said, no way that was a 20kt crosswind. What was the crosswind component? 5? Granted, I’m no instructor, but like others have said here, if it was a 20kt crosswind, and you didn’t put in full aileron correction into the wind, let alone not dancing on the pedals, you would have been blown off the runway. I went up with my instructor while I was working on my PPL on a day where the winds were 17G25 directly across the runway. He was having me take off and land on 4, taxi to the end, turn around and do it again on 22. Wash, rinse, repeat. There was NO WAY I could just let go of the yolk on rollout! Once on the ground, it was full correction into the wind. And my legs were sore from dancing on the pedals to keep it on the centerline after an hour.
I certainly hope that wasn’t a CFI landing that plane so poorly: high airspeed, definitely not OK for full flaps; no hand on the throttle when the porpoising was happening; and then, both hands OFF the controls while the plane is still in roll-out…Wow!
I'm from the Midwest. We have real crosswinds. That wasn't one. If it was the especially poor technique on ground rollout would have been rewarded with a flipped wing. Come to Nebraska I'll show you how it's done.
There's no such thing as a "fake" crosswind. Maybe his skills are just better than yours hence why he made it look easy.... Come to Africa I'll show you what bad weather is.
EVERYONE LISTEN UP!!! This is my opinion as a CFI and ATP. Unless you are adding flaps or trim, you NEVER EVER, take your hand off the throttle!!! That includes pilots flying airplanes, all the way up to, heavy transport category aircraft. The only time they take their hands off the throttles is on takeoff and they have reached the proper speed for a continued takeoff after losing an engine. @Fly Me Away you are absolutely correct. It is too dangerous because you fly the airplane with stick (control yoke) and rudder, plus POWER. Immediate power is essential for safe control of the airplane. I can not tell if he is using rudder, but he is definitely trying to control the airplane with aileron. Although there seems to be no crosswind component, just very a gusty wind, there is no need to get it so slow the stall warning horn comes on. When the airplane gets that slow the ailerons are very ineffective and rudder is mainly used to control yaw and bank. You do not need 2 hands to fly a Cessna 172. If you do, you do not have enough strength in your arms and you should not be flying an airplane. @Drew Baum if you are a CFI (FAA Certified Flight Instructor), I would like to talk to you and your local FAA GADO.
Supposedly 20 knot crosswind, takes hands off of the controls during the landing roll...... LMFAO Yeah right. Where is the full aileron correction into the wind? Two hands on the yoke? Horrible technique. Horrible. I really hope that's not an instructor in the right seat. It probably is, there are so many trash instructors out there.
Faced 23 knot cross 17knt gust and similar weather a couple times on C172. Yes it is as hard as you want it to be, but it doesn't mean you have to flip the plane and start flying upside down, the difficulty depends on the skill of the pilot and also the given occasional gaps in the prevailing weather.
I don’t like to sit in my chair and critisise someone on youtube.However , the part that worries me the most is , the PF is on the right seat which means he could be a CFI for all we know. I am an instructor myself here in India and a student showed me this becuase even he could tell this is wrong. Buddy,you need to re-train,I won't go into thr knitty-gritties but you're over-correcting in mild wind (first sign of inexperience),I wont say you're not crabbing or not landing on one wheel because the wind isn't enough for that,so why would you?Lower your approach speed (trim )....hands where they should be .I will leave the rest to the person who trains you IF YOU'RE humbe enough to re-train.
