I have watched this video maybe nine times and find it valuable every single time. You covered seemingly all of the details about Crosswynde landings which is very valuable even to a instructor like me I keep learning from it. Thank you emery all the best Neal southwest Florida
After watching this video , my flight today really went better with my landings. I think this video is great for people who have trouble getting the flow of the landing and flare .
@Arduino Stein whats wrong with learning something off youtube ? whats the difference between learning by reading a book written by somebody or being taught by the same person in a video ? as long as the source is a credible one( which I am pretty sure this one is) nothing wrong with learning off a youtube video
Personally, I think this is the best explanation regarding using visual reference of the runaway length to determine the descending height and what decision to be made accordingly. This is the crucial point that many other tutorials overlook or don't explain clearly. Good job!
Stephen Peyton my where can I get the training of air traffic control, I needed to learn am in Kenya and what kind of qualification is needed need ur response if u know
Starting at 5:12, thank you for a good and correct discussion of how to manage pitch and power to correct to the glideslope from below or above. It's a simple procedure but it's explained incorrectly in nearly all of the many videos I've seen.
I've always been taught to use power to control height, and pitch to control speed on the approach to land, and then use the other resources only slightly. Not to use the two together at once. Too low = Increase power, and then pull up slightly once you've gotten the power you need to safely pull up without getting too close to stall. Too high = Decrease power, and then push down slightly. Too fast = Increase Pitch, and then decrease speed slightly. Too slow = Decrease pitch, and then increase power slightly if needed. This always worked well for me, but I've never used the two together at once on an approach to achieve a different outcome.
Actually, what you described is using the two together. The video said that when you change one, then you will need to change the other, which is what you are doing.
Using the throttle as the primary control for changing altitude will result in much safer flight habits. Too many pilots use pitch first which results in sometimes risky speed variations.
Rod Machado has a really good RU-vid video on how to know when to do the round out and clear properly. For those without depth perception or with one bad eye, his method uses the geometry of the 2D picture rather than judging distance. Try using this method if you struggle with judging distance properly.
I've been flying single engine planes for 20 years with over 1000 hrs logged. I decided to watch this. What has become 2nd nature for me was described in beautiful detail and I even learned some of the "why-s" that I didn't know before (or forgot)!! ;-) Great video! For those of you just starting out, don't worry...you'll get there!!
The best X wind instruction we've seen to date ! Short course is: Ailerons are the LARGEST control on the plane & the LEAST understood !!! Ailerones ROLL to make turns, BANK to control DRIFT over runway, then provide directional control on roll out with AILERON yaw, as the wee little rudder stalls as relative wind shifts to the airport Xwind. Cheers R Fuchs CFI 1507987
This video was good with the exception of stating that if you're low you should pitch up. That thought process is very dangerous. If you're low, you add power, then to maintain your airspeed, you pitch up. But using pitch for altitude when you're already low and slow is what causes pilots to stall, and at an altitude that is too low to recover from. Pitch for airspeed, power for altitude! It is correct that the two will go together, but do not correct your altitude with pitch, correct it with power!
@@karhukiviah yeah? so if you are low over some grape-stakes, you are not gonna pitch up? Just give it more power and stuff yourself in faster? So how are you gonna fly when you have auto throttle? How are you gonna aim? Has to be pitch... that's the way an autopilot flies also. How do you fly an ils? Dont you pitch for glideslope?
Many many special thanks for your kind effort. I was looking forward to watch it. You issued so much lessons in this very short 15 minutes properly. Great exampling, wonderfull teaching... Evaluating both ''Crab Approach and Side Slip landing methods'' part in this video was absolutely amazing as the other parts. Thanks to all ERAU family for that videos.
We should keep in mind that depending on what direction we vacate the runway, our aileron/rudder correction may likely need to be different during taxiing..
Well ... I'm not a pilot. But an (IT) engineer - and a guest on lots of business flights. And this was for me really interesting to understand what pilots are doing when approaching. I have seen the "crab-method" in many videos and now understood the physics behind the "lowering the wing to the wind side". So great video and much respect to every pilot! I'll stick to my four wheels ... I can imagine how many exercise and experince is needed to get a plane down safely in a storm. Respect!
6:35 I'm a private pilot working on my instrument with 100 hours and I didn't know that's how you calculate the "gust factor"... my god. And I got my private at ERAU. Thanks.
You are 90% correct. If you are to high on the approach reduce power only do not lower nose because it will increase airspeed and then you will have to slow the plane down increasing workload. In high winds of 70 to 80 knots the tower may let you land on a taxi way if the wind favors it in an emergency.
I believe from experience the majority of landings I make are crosswind even though runways are primarily aligned with prevailing winds. It’s such a critical skill I see even 100 hour pilots failing to understand or use!
thank you very much! For all this information presices about an approach and a landing on the runway, obviously respecting all the rules of flight with very detailed explanations. excellent, very good quality of images. video. it's very professional. thank you !
You people are lucky, I never had digital stuff...Just steam and valves..The video is very good. Practice, make at least 200 touch and goes...God had to safe me a few times...
Perfect explanation of how to make a technically correct crosswind landing!! My only comment is to remove the crab a little earlier than what you said so that the pilot can figure out how much aileron and rudder to use. An earlier crab will also tell the pilot if the crosswind is out of limits for a safe landing. I have been a current and active CFI for the past 52 years and have 4,000 hours of tailwheel time including 3,000 hours in the Beech 18 and DC-3, many of those hours teaching crosswind landings. Unbelievably, the FAA Flying hand book recommends a maintaining the crab until just prior to touchdown, then leveling the wings and land before the airplane starts drifting. This is physically impossible and can easily lead to an accident!! You totally debunked this kick out and land technique. Thank you SO much for telling pilots precisely how to make a technically correct crosswind landing.
Very well done 👍. Excellent instructions throughout. Every pilot should review this video then grab an instructor and go practice crosswind takeoffs and landings.
Check ride next week and I still have no confidence with my touchdown. I had good approach but still had problems with the touchdown. This video gave me confidence. I'll practice everything tomorrow! Thank you so much for making this video!!
Excellent explanation very clear is best understood this way with the plane pointing at the 3 degree angle and the runway entrance, if you could please and excuse the abuse as you do on a short runway landing with crosswinds, and thanks and a big hug virtual
I've gotten quite alright with my landings but my last flight I encountered significant crosswinds I wasn't used to during my training (Under 20 hours). My instructor was pretty shitty about my landings that day and this video addressed why they were so bad
Thanks a lot, your video is really great, I had like to see this video sooner, you make clear many things. Thanks for you dedication, you're really a good channel.
Yeah this video was done in 2017 (but may have been created way earlier). I'm wondering was it not as common to teach "pitch for speed, power for altitude" when it was made.
Thank you for your amazing contents. It helps a lot. 한국어 사용자들 위한 요약본 밑에 있어요. 영상 보면 이해하실듯~ This is a summery for Korean speakers and FS2020 users haha : ) 터치다운 포인트 -활주로 쓰레드홀드 넘어서, 활주로의 1/3 거리 -쓰레드홀드 숫자가에이밍포인트 그 뒤 400피트 뒤가 터치다운포인트; 또는 가운데 선이 시작하는 곳 -에이밍 포인트를 조준한 채 노즈 올리지 않고 같은 받음각으로 계속 내려오면 크레쉬 -3도 강하각으로 내려오기 -1000피트 상공에서 3마일 떨어졌을 때, 빗금이 3도 강하각 디센딩 -파워 줄이고, 속도 줄이기, 노즈 밑으로 내리기 -에어피스드에 따라 속도 다름. -(Cesna기준 일반적 상황) 65kts/1500rpm, full flaps -에이밍 참고 높이는 대시보드 위에 주먹 세로로 언져 놓았을 정도 높이 -참고 높이를 기준 삼아 에이밍 포인트에 파워 유지하면서 라인드 업 (스테빌라이즈드 어프로치) -스테빌라이즈드 어프로치란, 강하 각도 유지, 속도 유지, 활주로 라인드 업 유지 -비행기가 어떻게 움직일지 예측하면서, 작은 보정 정도만 하는게 안정되게 접근하는데 최고 -이 과정은 활주로를 주의깊게 보는데서 시작 활주로 관찰 -1. 가장먼저 에이밍 포인트를 노즈 위(앞유리창)에 놓기 -2. 활주로 사다리꼴 모양 똑같이 만들고 유지하기, 똑같은 밑변 각도 -3. 고도가 내려가더라도 보이는 활주로 길이는 같음 -에이밍 포인트가 참고지점보다 높으면 고도가 낮은 것; 활주로 모양이 달라짐. 각도가 더 안쪽으로 기울어짐. 활주로 길이가 짧아짐. -반대로 참고지점보다 고도가 높으면, 밑변 각도가 수직에 가까워짐. 활주로 길이 길어짐 파워와 피치로 접근각 조절 -추력/항력, 양력/무게가 서로 영향을 미침. -고도가 낮아서 피치를 올리면 속도가 느려짐.따라서 추력을 높여 속도 증가 -고도가 높아서 피치를 내리면 속도가 빨라짐. 따라서 추력을 낮춰 속도 감소 -에어스피드(추력)는 매우 중요. 두 개를 항상 같이 조절해야 함. 바람이 강한날, 갑자기 바람이 잦아들때 -날개에 상대적 으로 적은 공기만 흐름. 따라서 속도를 높여야 함. 세이프티 버퍼 만큼 -half the gust factor + approach speed; -25노트에서 15노트로 줄어들면, 10kts --> 5kts -여기에 노말 속도를 더함. 65kts + 5kts = 70kts RoundOut(=Flare) -디센딩하면서 노즈를 올려 터치다운 하는 과정 -착륙에서 가장 어려운 부분 -비행기가 쓰레스 홀드를 지나기 시작하면, 에이밍 포인트를 서서히 활주로 끝으로 옮긴다. -활주로 끝으로 옮기면, 고도를 더 정확하게 파악할 수 있다. -한번에 옮기면 속도 때문에 침침해져. 따라서 천천히 멀리멀리 본다. -시선을 옮기지 않으면, 랜딩을 쾅하고 하게 됨. -플레어를 10~20피트에서 함. -플레어는 천천히 추력을 줄이는 것에 의해 이루어짐. -그리고 천천히 노즈를 올려 최종 터치다운 -피치 에티튜트는 Vy 수준, 노즈를 지평선과 일치시키기 - Vy(Best Rate of Climb Speed ) - 보통 파워 아이들은 피치를 업 하기 전 - 뒤로 재치면 비행기가 느려짐, 이 때 비행기가 뜨지 않도록 해야 함. - 착륙의 어려움은 피치를 올리면서 속도를 줄이는 것 - 피치를 너무 빠르게 올리면, 비행기는 활주로를 따라 붕떠 날게 됨 -피치를 너무 느리게 내리면, 비행기는 활주로에 쾅하고 부딪힘 -속도를 너무 많이 줄이면, 비행기는 활주로에 쾅 -소프트 랜딩하려면, Vy피치 각도를 유지하면서 피행기가 지면에서 약 ~10센티미터 정도 유지한채 내려가야 함 착륙 끝 -바퀴 다 붙이고 활주로에서 벗어날 때까지; 바퀴 붙었다고 착륙 끝 아님. 크로스 랜딩 - 크랩 매소드/윙로우 메소드(사이드 슬립) /디크랩 랜딩 이 있음. -크랩한채 활주로 센터에 라인드 업, 터치다운 뒤 센터라이닝 -디크랩, 크랩한채 내려다가 터치 다운 전에 러더로 윙로우 시전 -러더 쓰면, 러더 쓴 반대쪽 날개가 떠오르면서 기체 종축이 러더 쓴 쪽으로 틀어져 센터에서 벗어남 -따라서, 그 반대로 뱅크를 걸면서 센터라인을 맞춤. -비행기가 뱅크 건 만큼 그 방향으로 기울어진 상태. -경험많은 파일럿은 크랩하다가 터치다운 직전에 디크랩 -뉴비는 윙로우로 접근. 그러나 조작이 많아 짐 -바람에 의한 드리프팅이 클 수록 에일러론 조작양도 커짐 -보통 비행기가 파이널에 다가가 갈 수록 바람이 줄어듦. -따라서 컨트롤 인풋도 줄여야 함. 이때 라이드 업 유지하도록 서서히 줄여야함. -비행기를 안전하게 착륙시키기에 크로스윈드가 너무 쎈 경우가 있음. -이 경우, 에일러넌이 활주로를 계속 유지하는 데 쓰이면서 러더도 최대한 쓰이고 있을 수 있음. -그러면 착륙하면 안됨. 더 이상 러더가 남아있지 않고 한쪽으로 기운채 착륙하게 됨. -크로스 윈드 랜딩도 일반 랜딩과 같은 플래어를 해야 함. -다만 차이는 플래어시 크로스 윈드 보정이 커짐. -비행기가 이륙할 때, 공기속도가 빨라질 수록 조정성이 좋아짐. -반대로 공기속도가 느려질수록 조정성이 나빠짐. 따라서 컨트롤 양이 서서히 커져야 함. 그래야 기체 종축이 런웨이, 센터 라인에 일치됨 -이 때, 날개는 결코 수평을 이루면 안됨 -날개를 수평으로 만들면 비행기가 드리프트 하면서 활주로에서 벗어나게 됨 -따라서, 착륙 시 바람부는 반대 방향 바퀴 혼자 먼저 활주로에 닿아야함. -속도가 줄어듦에 따라 바람부는 방향 바퀴도 바닥에 닿게 됨 -일반적 랜딩처럼, 노즈를 앞바퀴가 땅에 쾅하고 닿지 않도록 함. -활주로 방향 유지하도록 러더와 에일로런을 사용함. -속도가 줄어드는 동안, 머리풍 y축은 줄어들지만 측풍 x축은 줄어들지 않는다. -따라서 상대풍(대각선 방향)은 x축보다 덜 줄어들어 비행기가 상대풍 방향 또는 측풍 방향으로 틀어지기 쉽다. -계속해서 측풍 보정을 계속 들어가야 함. -속도가 줄어드는 만큼, 에일로런을 바람 부는 방향으로 더 꺾어야 함. -결국 최대치 까지 꺾게 됨 -텍시 웨이로 아웃~
I always subconsciously knew take off is easy by landing is quite challenging. This proved me right. Such expensive aircraft landing is so complicated huh
During windy conditions while driving, you subconsciencely turn the steering wheel into the wind. Youv'e done it for years, unless you just got your driver's license. Even then, you know that you are doing or you go off of the road. You are alreading controlling drift without even thinking about it. Just add the other elements to flying a plane and you can enjoy the crosswind challenge. It 's fun.
If you plan on a career flying transport aircraft, one habit to get out of is aiming for "brick one", the threshold, the numbers... Aiming point should be abeam the VASI/PAPI lights or the actual aiming point marking (if the runway has one), so that you never go below the glideslope, then flare and touch down in the touchdown zone.
Great video great info! And i like to land with max 20 flaps, I would only use full flaps for dead-stick landing so in a go around, one less item to deal with.
I find if you can get the tail all the way down, you can use skin friction to help brake the plane. I teach all my students this method for short field landings. side loading the plane into a flip if timed properly will also shorten your landing distance and allow you to land right side up. Sorry, been watching the youtube channel Just Plane Silly a bit more than some of these actual instructional videos. ;)
Not sure if this was added but do make sure your nose wheel is lined up with the direction of the runway before the nose wheel drops. Had a situation when training where my nose wheel/rudder was not lined up. Stayed on the runway and the lesson was learned what not to do.
Very informative video. However, I noticed that there is no mention of the need for right rudder in the flare, even in a calm wind landing. When the nose is pitched up to the Vy attitude, P-factor tends to cause the airplane to yaw to the left, just like in takeoffs and climbs. I only recently soloed after many hours because my landings still suck. Often, it’s because I didn’t do anything with the rudder. Just thought I’d add that tip.
TenMinuteTrips With the airplane at flight idle, the left turning tendencies are negligible. Rudder should be used as necessary during the flare to counter any crosswinds and keep the nose aligned with the centerline.
