FLYING LESSONS for November 5, 2015
suggested by this week’s aircraft mishap reports
FLYING LESSONS uses the past week’s mishap reports to consider what might have contributed to accidents, so you can make
better decisions if you face similar circumstances. In almost all cases design characteristics of a specific make and model
airplane have little direct bearing on the possible causes of aircraft accidents, so apply these FLYING LESSONS to any airplane
you fly. Verify all technical information before applying it to your aircraft or operation, with manufacturers’ data and
recommendations taking precedence. You are pilot in command, and are ultimately responsible for the decisions you make.
FLYING LESSONS is an independent product of MASTERY FLIGHT TRAINING, INC. www.mastery-flight-training.com
This week’s lessons:
The seasons are changing pretty much no matter where you are in the world. Seasonal
changes are often windy times. The recent FAA preliminary accident report record reflects this,
with a big increase in Loss of Directional Control (LODC) crashes during takeoff and, especially,
during landing (LODC-L).
LODC-L events usually have four things in common:
1. There are no injuries. LODC-L events are low-speed impacts; it’s rare when anyone
gets hurt.
2. Airplane damage is usually substantial. Bent wing tips, “wiped out” (collapsed)
landing gear both in fixed and retractable gear airplanes, and propeller strikes (which
require propeller replacement or repair and a complete engine tear-down inspection and
reassembly) are common elements of the LODC-L impact.
3. Because of the type of damage involved, the cost of repairs is usually enough to
“total” an airplane, or at the very least, to require costly repairs and long down-time.
4. In the vast majority of LODC-L events, the computed crosswind component is less
than 10 knots.
10 knots? My research into LODC-L runway excursions shows that the reported wind is rarely
very strong. It’s almost never near the published Maximum Demonstrated Crosswind speed for
the airplane. Maybe when the wind is quite strong we realize we must be on top of our game and
give crosswinds the attention they need. Perhaps we choose to land on another runway, or even
go somewhere else entirely. When the winds are lighter, however, we might not be giving the
crosswinds the attention we should.
There is a limit to an airplane’s control authority that determines the maximum speed at
which maintaining runway alignment is physically possible. This is not the maximum crosswind
figure published in the Pilot’s Operating Handbook; the POH merely lists the maximum crosswind
component that was demonstrated during the airplane’s certification process. The “ultimate
crosswind component” would depend on a lot of factors, including engine power, runway
coefficient of friction, the quality of the airplane’s tires, and whether the crosswind was coming
from the left or the right – so many variables that publishing a precise figure would be nearly
impossible, and be essentially useless to a pilot.
But history shows the maximum crosswind component, that is, the threshold of loss of
control, is not determined by the airplane. It is determined by the abilities and attention of
the pilot.
One of the factors in LODC-L mishaps, in my opinion, is that pilots don’t think very much
about crosswinds when preparing to land. We listen to the AWOS or ASOS to determine the
runway to use, choose the same runway as other traffic in the pattern, or accept the runway
assigned by a control tower. Once the runway-in-use decision is made (or made for us), we tend
to mentally discard the wind information.
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Most pilot training conditions us to consider the crosswind component for takeoff.
When it comes to crosswinds for landing, however, we often take whatever we get.
This lack of focus may drive so many airplanes off the sides of the runway, often to never fly
again. We just aren’t thinking about crosswinds. Part of the reason may be that not everyone
is a whiz at doing math in their head while flying an airplane. But it doesn’t take the power of an
E6B to estimate the crosswind component for a runway you’re considering using. You can get
close enough, while erring on the conservative side for purposes of in-flight estimation, by
thinking about 1/3, 2/3, and 100%.
When you listen to ATIS, AWOS, or ASOS, determine the angle between the runway
heading and the reported wind.
!
If the difference is 20° or less, assume the crosswind component is 1/3 of the reported
wind speed. This is very conservative when the angle is smaller within this range, and
closer to correct at the 20° angular difference point.
!
If the difference between runway heading and wind direction is more than 20° but less
than 45°, assume the crosswind component is 2/3 of the reported wind speed. Again,
this is conservative at the lower end of this range but closer to accurate at the 45° point.
!
If the difference between runway heading and the reported wind is 45° to 90°, assume
the crosswind component equals 100% of the reported wind speed.
Once you have
estimated the
crosswind component,
ask yourself honestly if
you’re well-rested and
current enough on
crosswinds to land
with the estimated
crosswind component.
If “yes,” prepare for a
crosswind landing
using appropriate
control inputs.
If honest
reflection
indicates you’re
not ready to handle that crosswind on that day, don’t even try. Pick (or ask the tower for)
another runway with a crosswind you can honestly accept, if one exists. If not, divert to another
airport with crosswinds that do not exceed your personal limitations at that particular time.
You may use some other method to estimate crosswinds for landing. I expect, however, that
many pilots use no landing crosswind estimation system at all. If you don’t estimate crosswinds
for every landing you are a LOCD-L event waiting to happen.
You can fix that easily, and avoid adding to the long list of LODC-L mishaps, by
remembering 1/3, 2/3 and 100%.
Questions? Comments? Let us know, at mastery.flight.training@cox.net
©2015 Mastery Flight Training, Inc. All rights reserved.
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See http://pilotworkshop.com/ifr-focus/signup/today-mft
Debrief: Readers write about recent FLYING LESSONS:
FLYING LESSONS reader Scotty Fairbairn has great credentials to comment on ongoing
discussion of Angle of Attack (AOA), stall prevention and recovery:
Great discussion on stall, post-stall and incipient spin recovery techniques. Here are some memories from the
Edwards test pilot school course circa 1992. I thought it might be interesting to share a couple of highlights I
remember from that training. Disclaimer: this was over 20 years ago, I’m not a CFI, but was a successful
military test pilot and so far my takeoffs have equaled landings through ~3500 hours, mostly in high
performance aircraft:
1.
Stall is all about AOA. Spin is all about AOA and yaw rate. Altitude loss in both is related to time
to recover and then making sure the lift vector points up – i.e. wings-level pull.
2.
A stall will never become a spin without yaw rate. Yaw rate will almost never build up without
slip (I’m sure someone could figure out an exception…). The slip indicator is therefore an
enormously useful instrument during stall to preclude entering a spin.
3.
Not only that, the response to a slip indication is really simple: step on the ball. Works whether
you’re in a stall or I reckon even a post-stall (not spin) event. Step on the ball.
4.
How much do you “step on the ball?” Just enough to center the ball if you’re in an approach to
stall, or stall event where yaw rate has yet to build. In fact, might save your life close to the
ground. About the only slip or skid I want to do close to the ground is that necessary to deal with a
crosswind landing.
5.
About rudder in an incipient spin or spin: I always got confused about ball or turn needle or any
other instrument, or even trying to process in my brain the direction of turn and doing the correct
response. Here’s what worked for me: drag the foot opposite direction of spin, regardless of
whether you’re right side up or upside down. For example, if you’re spinning upright to the right,
drag the left foot (i.e., apply left rudder), if you’re in an inverted spin spinning to the right as seen
from a God’s eye view, then if you drag the trailing foot, and if you think thru the geometry, that’s
your right foot i.e. (apply right rudder). Anyway – very easy to just think – “drag the trailing foot
(i.e. stomp on that rudder).”
6.
How do you reduce AOA? Forward yoke or stick. Keep it forward as required until you have
good flying speed again. Not necessarily full forward because that can put you into an inverted
stall or spin if you’re not careful. It is always safe to go to near zero Gs – just enough to feel
weightless. That means you are commanding zero lift from the wings, which means essentially
zero AoA…which means you cannot be stalling the wing. Recall from the movie Top Gun,
Maverick “went ballistic”… that’s zero G. Again, you can’t stall at zero AoA.
7.
Rudder only to level the wings? I’ll buy it in a swept wing aircraft. In fact, in F-4s the guys used
rudder only for air combat maneuvering. In a straight-wing aircraft, without going into the
aerodynamics of it all (and there is a good aerodynamic basis for difference between the two), my
experience is it doesn’t work so well.
8.
What you will need in a straight wing aircraft is both rudder and ailerons to level the wings.
Coordinated flight – using both aileron and rudder – applied at an AoA below stall. Unload, roll,
then pull.
9.
Big bugaboo with ailerons: adverse yaw, which gets worse the higher the AoA. So, never apply
©2015 Mastery Flight Training, Inc. All rights reserved.
3
aileron only when the stall warning is on – it’s a recipe for a spin (as the FAA video shows).
Finally, rules of thumb for any approach stall recovery: simultaneously step on the ball with rudder to
achieve coordinated flight and reduce AoA with yoke/stick. Ailerons neutral, power as required. Once the
stall is broken, roll wings level using coordinated aileron and rudder (in a straight wing aircraft), pull to
wings level, power as required.
Tremendous insights, Scotty. I’m not quite certain I get the image of “drag the foot opposite [the]
direction of spin,” but I know that means “apply opposite rudder”. That’s the 1-2-3 Rule I teach
students when I demonstrate incipient spins:
1. Push to reduce AoA.
2. Opposite rudder to stop rotation.
3. Power to idle to prevent exceeding airspeed limitations.
Then, make a smooth pullout to avoid overstressing the airframe. Thanks, Scotty, for letting us
learn from your experience.
Reader Robert Thorson writes:
I am starting Professional Development Seminars to aid CFIs. Here is the flyer. This is just a start!
This looks like a great event and seating is limited…at
the time of this writing (Wednesday morning 11/4) there
are only 19 of the 65 available seats remaining.
Register here on www.faasafety.gov if you’re a
Northeast or mid-Atlantic CFI, to become an even better
instructor.
Thanks, Robert, for passing this along, and to Don
Argintar (don@flightmatters.com) and FLYING
LESSONS reader Doug Stewart for putting it on.
Reader Lorne Sheren writes about last week’s
LESSONS concerning planning for engine failures
during a night takeoff:
Great points about engine failures at night. I try to avoid
unfamiliar airports at night. If I end up having to depart
from one I appreciate the increased risk. For familiar
airports I do the same thing I do during the day: I know
the immediate terrain and have a contingency plan. For
example with an engine failure I will push and turn slightly
right and land in the field. The majority of my night flying
(and since I use my plane for commuting I fly at night quite a bit) is out of two airports, and I know the
terrain around those airports quite well. A strange airport at night stretches the string out a bit longer than I
would like.
Thanks, Lorne. Day or night, one tactic for contingency planning at unfamiliar airports is to use
Google Earth or a similar online image to scope out the departure end of the runway. This won’t
probably have the resolution to tell you exactly what the terrain and slope would be like for any
given off-airport landing zone, but at least it helps you make a strategic decision about where not
to go to avoid major obstacles like buildings, schoolyards, etc.
What do you think? Let us learn from you, at mastery.flight.training@cox.net
You have an amazing ability to research the relevant details and explain them so that a pilot gets the meaning. Thanks.
--David Dewhurst
Please be a FLYING LESSONS supporter through the secure
PayPal donations button at www.mastery-flight-training.com.
Thank you, generous supporters.
Share safer skies. Forward FLYING LESSONS to a friend
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Learn to Turn Podcast
During the recent NTSB Loss of Control – In Flight (LOC-I) forum Master Aerobatics CFI
Rich Stowell announced the Learn To Turn campaign to positively affect the number of
stall-related crashes. Rich now presents a podcast in which he further explains the
program and its goals. Take a listen…evidence is that we all need a refresher on the
aerodynamics of turning flight.
See www.avweb.com/eletter/archives/101/3170-full.html?ET=avweb:e3170:227136a:&st=email#225108
More on Night Flight
The November/December 2015 FAA Safety Briefing focuses on general aviation night operations.
Articles in this issue address the importance of having both the right physical and mental
preparation for flying at night, as well as how technology can help. FAA uses the word NIGHT as
a mnemonic checklist for all of the content in this night-themed issue. Feature articles include:
•
•
•
•
•
N = Nightlights – Using “Pilot Nightlights” to Find Your Way in the Dark
I = Illusions – Nighttime Perils of Perception
G = Gadgets – Glowing Gadgets and Gizmos
H = Human Factors – How Night Can Be Hazardous to Your Flying Health
T = Terrain Avoidance – What Does it Take to Use NVGs?
Read the “Good Night” issue of FAA Safety Briefing.
See www.faa.gov/news/safety_briefing
Comments? Send ‘em in, at mastery.flight.training@cox.net.
Personal Aviation: Freedom. Choices. Responsibility.
Thomas P. Turner, M.S. Aviation Safety, Three-time Master CFI
Flight Instructor Hall of Fame
2010 National FAA Safety Team Representative of the Year
2008 FAA Central Region CFI of the Year
FLYING LESSONS is ©2015 Mastery Flight Training, Inc. For more information see www.mastery-flight-training.com, or
contact mastery.flight.training@cox.net.
©2015 Mastery Flight Training, Inc. All rights reserved.
5
FLYING LESSONS for November 12, 2015
suggested by this week’s aircraft mishap reports
FLYING LESSONS uses the past week’s mishap reports to consider what might have contributed to accidents, so you can make
better decisions if you face similar circumstances. In almost all cases design characteristics of a specific make and model
airplane have little direct bearing on the possible causes of aircraft accidents, so apply these FLYING LESSONS to any airplane
you fly. Verify all technical information before applying it to your aircraft or operation, with manufacturers’ data and
recommendations taking precedence. You are pilot in command, and are ultimately responsible for the decisions you make.
FLYING LESSONS is an independent product of MASTERY FLIGHT TRAINING, INC. www.mastery-flight-training.com
This week’s lessons:
A riveting video made the rounds last week, the image of a small airplane swinging beneath
its rescuing canopy under a layer of clouds, the aircraft’s occupants delivered safely to an
airplane-crunching landing. Shortly after the video went viral I received an email from a FLYING
LESSONS reader:
See http://5newsonline.com/2015/11/03/former-walmart-ceos-plane-makes-emergency-parachute-landing-on-mlk-boulevard/
Did you look at the Cirrus chute pull accident? From 10,000 feet you should be able to find a landing spot
and use the airplane. Looks like it took around 10 minutes to get down and his speed looks high for glide (or
he had a hell of a tailwind). Do you think it was a [Cirrus Aircraft Protection System, or CAPS] pull instead
of proper emergency procedure (i.e., land)? It does not appear the airplane
was on fire.
I replied: I don't have enough information yet to decide. The video
shows the airplane was swinging back and forth quite a bit almost all
the way to the ground. That suggests the pilot pulled The Red Handle
[activated CAPS] shortly before, close to the ground. It may be that he
attempted a glide to a point he was not comfortable with his options,
then activated the CAPS to protect his passengers and himself. The
NTSB’s preliminary report suggests the pilot did just that.
See www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20151103X33454&key=1
As far as a "proper emergency procedure," here's how I look at it: When the pilot of a
twin-engine airplane loses an engine just after takeoff and loses control, we don't ask why he
didn't pull both throttles to idle and land straight ahead, we ask why he did not maintain control of
the airplane to benefit from the potential safety of the second engine. When an instrument-rated
pilot attempts visual flight into instrument meteorological conditions and crashes (AOPA tells us
about half of all VFR into IMC crashes involve an IFR-rated pilot), we don't ask why he lost
control or impacted terrain, we ask why he didn't file IFR to achieve the added safety of the rating
he holds. In the case of the Fayetteville Cirrus, if the pilot had continued to an off-airport crash
and someone got hurt worse than the minor injuries all four (and one person on the ground)
suffered in this case, we'd all be asking "why didn't he pull the 'chute?"
We all talk about the airplane being expendable, but its occupants are not. We joke about
calling the insurance company after a crash to ask what it wants done with "it's" airplane. But we
continue to let pilot ego in the way, to think that we should attempt heroic efforts to save an
airframe even when we have a much less risky option available...if only we're trained, proficient
and mentally ready to use it.
In the case of the twin, the pilot should be ready, willing and able to feather the dead engine's
propeller and make a single-engine landing. In an IFR aircraft flown by an instrument-rated pilot,
we expect the pilot to retain the skills he demonstrated to proficiency on the IFR checkride to
keep his passengers and himself safe in IMC.
A Cirrus is almost unique in the general aviation world in that it gives the pilot an option in
the event of engine, control failure or structural failure that most pilots do not have. He/she should
©2015 Mastery Flight Training, Inc. All rights reserved.
1
be ready, willing and able to use it, doing whatever it takes to give passengers and him/herself
the best chances of survival.
The reason for the failure (that required an emergency response) is another story for
another day. Most engine failures in flight can be traced to the pilot's fuel management or
attempting/continuing flight with a known engine discrepancy. Most catastrophic engine failures
are related to parts integrity or engine assembly or overhaul. The investigation may determine
the Fayetteville Cirrus pilot could have foreseen or prevented the failure, and taken action to land
the airplane (or never take off) before he issue became critical.
But once the engine failure occurs, it is never wrong to employ a safety device that
gives the airplane's occupants their best chance of survival. Protecting the airplane is important
only so far as it protects the occupants through touchdown, wherever that occurs.
Sorry to be so long winded, but it took that explanation to back up my response to your
question, which is: in this case all evidence is that the pilot did perform the proper emergency
procedure, using the resources available to him at the time.
The reader replied:
I appreciate you taking the time to explain your perspective since you have studied this extensively. I've been
working on…how [the pilot of a non-CAPS equipped airplane] would do in that situation. My concern is
that while the CAPS is a great safety device, I image the temptation to be complacent is there. The system
needs to be re-packed every ten years at a cost of $15,000, so without a chute you could spend $1500 on
training a year. Definitely interesting conversation. Thanks again for the perspective.
My response: True, but in all aircraft emergency training should be oriented toward maximum
use of available resources. In non-BRS [Ballistic Recovery System, i.e., whole-airplane
parachutes) airplanes gliding to an off-airport landing is the only option. As I teach, land
•
•
•
Wings level,
Under control, at the
Slowest Safe speed,
…and the chances of survival are optimized. In the Cirrus, maximum use of available resources
includes when and how to use CAPS.
The Cirrus Owners and Pilots Association had taken many years to develop an
effective Critical Decision-Making (CDM) course that addresses all sorts of emergency
responses, including (but not limited to) CAPS deployment. COPA found pilots don't want to "give
up" and pull The Red Handle. Being pilots, they want to fly the airplane. In fact, my military
instructor friends tell me one of the hardest things to teach fighter pilots is when to punch out. We
all want to be the hero, and we all feel we have the extraordinary skills to pull it off.
Just as a multiengine pilot needs substantial training on how and when to shut down one
engine and continue to a landing on the other, so also there is a significant pilot training effort
necessary to give the pilot the skills to exercise the CAPS option, in airplanes so equipped. It is
possible that the pilot of a CAPS-equipped airplane can become complacent, or take
extraordinary risks. In some ways, it adds to the training requirement, just as a twin-engine
airplane requires more training than a single-engine aircraft.
Also this week a similar airplane crashed, fatally,
shortly after taking off at Colorado Springs, Colorado.
Local news reports state the pilot radioed he had
experienced engine failure and was attempting to return to
the airport. Either the airplane was not within safe altitude
parameters to deploy the CAPS or he made a decision
(conscious or not) to try to save the airplane in addition to
his passenger and himself.
©2015 Mastery Flight Training, Inc. All rights reserved.
2
Either way, this tragedy is a reminder that safety devices don’t always protect us, whether
those devices be a parachute, a second engine, or some other design or device. Lose an engine
in most single-engine airplanes and it’s likely you may need to sacrifice the airframe to save its
occupants. Lose an engine in twin and most of the time you can fly away, if you’re proficient…but
there are circumstances when you need to chop both throttles and ride it straight ahead into the
ground just like an engine-out single. You must be prepared and willing to make that decision.
And in a parachute-equipped airplane, personal valor should not enter into the equation. Pull the
‘chute if at any time the successful outcome of your engine-out glide is in doubt.
Ultimately it all rides on good airmanship and decision-making. We don’t often have a lot of
time to determine the proper emergency procedure for a given situation. That’s why you need to
consciously think about what your response should be if something bad happens in a given
phase of flight…so your decision is already made when disaster occurs. Then your task is far
easier: just do what you already decided to do.
In all cases, make the maximum use of all available resources to protect your passengers,
yourself and people on the ground. Protecting the airplane itself is important only to the extent it
protects the people involved. That is the proper emergency procedure.
Questions? Comments? Let us know, at mastery.flight.training@cox.net
See http://pilotworkshop.com/ifr-focus/signup/today-mft
Debrief: Readers write about recent (and some not-so-recent) FLYING LESSONS:
Several readers wrote about last week’s LESSONS about the lack of pre-landing crosswind
calculation and decision-making as a contributor to Loss of Directional Control while Landing
(LODC-L) mishaps. Charles McDougal writes:
The LESSON on Loss of Directional Control on landing raises some good points, but I feel [it] misses the
elephant in the room. The article focuses on improving pilot judgment and mental preparation for the current
wind conditions, which is certainly a good idea. However the real problem is a widespread lack of attitude
flying skill in our pilot population. This as a result of poor understanding of this skill/discipline on the part of
many CFIs.
Handling a 10-knot crosswind is arguably a pre-solo maneuver. If a pilot is actually using the runway
environment as his/her primary attitude reference during approach and landing, staying on the runway is not
hard. It's only when attention is inappropriately diverted, or this attention on the correct primary reference
was never present to begin with, that crosswind landing becomes such a boogie man. This articles focus on
ADM is understandable however, as the FAA has been telling us for more than a decade that accidents are
being caused by poor ADM and SRM, not by loss of control. Only this year, after loss of control made the
NTSB's most wanted list, has the FAA now begun to focus on aircraft control skills at a higher level. Attitude
control is aircraft control, and thus the cure for loss of control.
Thank you, Charles. FLYING LESSONS has devoted many, many issues to the stick and rudder
skills necessary for directional control on the runway, both for takeoff and landing. Last week’s
LESSON does not diminish that; instead, it adds to the discussion. My original intent last week
was to continue the LESSON to discuss those airmanship skills, but the narrative was too long for
a single issue. I will revisit that portion of the discussion in the near future, but took a pause this
©2015 Mastery Flight Training, Inc. All rights reserved.
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week to address the top-of-mind Cirrus video that raises questions for pilots of all types.
Recent subscriber Martin Towsley writes:
I am a recent subscriber to FLYING LESSONS and have been enjoying the reading. Regarding the LODC-L
events I have a possible solution. If you have the ability to get tailwheel training, get it. Tailwheel aircraft
will open your eyes as to crosswinds and directional control. I remember on some days the crosswind
training beat me up, but it all ultimately came together.
I exclusively fly a light (1200 lb gross), tailwheel-equipped aircraft, and am always cognizant of wind
direction and velocity. I fly out of a Class C airport and the controllers are very good at giving me my
requested runway, even if it isn't one of the “actives.” Thanks for the articles!
That’s true, Martin. I owned a (tailwheel) Cessna 120 for many years early in my flying career.
You learn a lot...but you also cancel a lot when you might fly in a nosewheel airplane, if you’re
current on crosswinds. Unfortunately, it’s become extremely challenging to find a tailwheel
instruction facility without having to travel for most people. It may be worth a mini-vacation to get
in a weekend of tailwheel flying. Martin responds:
I am too aware, hence why I bought a Taylorcraft to learn tailwheel aircraft about eleven years ago. I have
owned three: two 1946's and a 1943.
I preemptively stated "If you have the ability..." knowing it is getting very difficult to get tailwheel training.
As I am sure you are aware, people seem to have dead feet in “nosedraggers.” I have been reading of late of
the loss of stick-and-rudder skills. It is unfortunate that lack of aircraft, and prohibitively costly insurance, is
part of the problem. Keep up the great work, I am really enjoying the weekly e-mails!
Thank you, Martin.
Readers Taylor Albrecht and Brad Whitsitt are with Crosswind Concepts, teaching with Redbird
Simulation’s Crosswind Simulator in Denver, Colorado. After EAA AirVenture 2015 I wrote a
short piece with my positive review of this training device, lamenting only that its one-task
orientation may make many pilots less willing to travel to get this fantastic experience. Taylor
writes about last week’s LESSONS:
Fantastic article and focus for [last] week’s “Weekly.” As you know, crosswind operations are near and dear
to my heart. Pilots rarely get enough crosswind practice. Almost never is crosswind technique
demonstrated during a practical exam. And what practice we do get provides very limited experience somewhere between 5 and 20 seconds of view and muscle memory for each landing. This is why we are so
enthusiastic about the Redbird Xwind trainer and program that we employ at Crosswind Concepts. Pilots in
our training receive more crosswind experience in one hour than most will receive in years of flying.
Clearly crosswinds are top of mind with many pilots, and prevent them from flying. This was evident at our
seminars at AirVenture this year, where over 575 pilots attended our Mastering Crosswind sessions. Thanks
for coming by the Redbird booth at AirVenture to get a taste of how we are trying to help pilots be more
confident and skillful with crosswinds.
Brad adds:
Well said. I have been working on crosswind landing training and simulation for the last 14 years. I have
done substantial research on the subject, looking into all of the factors that contribute to crosswind landing
excellence. You are one of the few to point out that most crosswind related or LODC-L events occur in
relatively mild wind conditions. This matches what I have found.
I have first-hand knowledge of a C182 accident in a 7-knot crosswind on a great weather day. Many
observers just can’t figure out why an instrument rated pilot would bang up an airplane on such a good day.
At the same time, this event is concealed and not openly discussed because the local airport is trying to avoid
reporting an accident. The secrecy was very interesting and this caused nobody else to learn from that event.
It did not change training behavior at that airport.
The Avemco president told me that 25% of every claim dollar is paid out for LODC-L events. It is more
likely that metal will be bent due this problem than any other single issue. And they say, only 1 in 4 of this
type of accident is reported.
In my view, there are many factors that contribute to the aptitude of a crosswind pilot and it is not always the
same problem for all. If I were to point to the most significant issue that I discovered through trial and error
in training with a crosswind trainer, it is this: Many pilots are not mentally or physically prepared to
©2015 Mastery Flight Training, Inc. All rights reserved.
4
aggressively use the rudder pedals to point the nose down the runway. Everything from the posture of
the body, to having the eyes ready for a great field of view, to posture of the feet, to seat position, all
contribute to readiness. The detail that I rank as #1…- when we aggressively focused on the idea “point your
nose with your toes,” everything else got better quickly. It is pretty easy to argue that if the nose is pointing
left or right out in the corn, bad things are about to happen.
Keep up the good work.
Thank you both.
See http://crosswindconceptsltd.com
Frequent Debriefer and tailwheel/aerobatics instructor Tony Johnstone wraps it up for us this
week:
[A] couple of thoughts here. First of all, on crosswind landings, I see too many pilots who don't figure out
the crosswind early enough in the approach. Your assessment echoes this. Other than listening to the
ATIS/AWOS (and actually thinking it through), drifting toward or away from the runway on downwind on a
visual approach, or having a significant crab on final on an instrument approach, should be the first clue.
Ideally, establish a slip sometime before the flare so you can see if you can actually keep the airplane
tracking straight down the centerline before you try and land. Remember you can correct for a
crosswind up to and including the airspeed with a crab BUT YOU CAN'T LAND unless you can maintain
directional control on touchdown. That basically means the point where you run out of rudder and the time to
find that out is not three feet off the runway. Establish the slip early so you know if you can land safely or
need to go elsewhere.
For a simplification I teach John Morrisey's method for figuring out which rudder to use for spin recovery.
An inverted spin to the right looks like an upright spin to the left (when teaching inverted spins I say "right
rudder spin" as opposed to "right spin"), but if you look over the nose at the ground and see which
direction your shoulders are moving that will give you the correct answer every time. Shoulders
moving right, use left rudder. Shoulders moving left, right rudder. Works every time!
‘Appreciate it, Tony.
What do you think? Let us learn from you, at mastery.flight.training@cox.net
It takes most people about five minutes to read an issue of FLYING LESSONS Weekly. That adds up
to about four hours each year. If you’ve enjoyed at least the equivalent of one hour’s worth of dual
instruction from the approximately 50 FLYING LESSONS you’ve received this year, please consider
donating what you’d pay an instructor for that hour in the aircraft you fly. If you have benefited more
please consider that as well. Income from this source will be used to make FLYING LESSONS more
visual and more meaningful to you and your family’s safety and enjoyment of personal aviation in
2016. Thank you, and fly safely!
Please be a FLYING LESSONS supporter through the secure
PayPal donations button or the mailing address at www.mastery-flight-training.com.
Thank you, generous supporters.
Share safer skies. Forward FLYING LESSONS to a friend
Personal Aviation: Freedom. Choices. Responsibility.
Thomas P. Turner, M.S. Aviation Safety, Three-time Master CFI
Flight Instructor Hall of Fame
2010 National FAA Safety Team Representative of the Year
2008 FAA Central Region CFI of the Year
FLYING LESSONS is ©2015 Mastery Flight Training, Inc. For more information see www.mastery-flight-training.com, or
contact mastery.flight.training@cox.net.
©2015 Mastery Flight Training, Inc. All rights reserved.
5
FLYING LESSONS for December 3, 2015
suggested by this week’s aircraft mishap reports
FLYING LESSONS uses the past week’s mishap reports to consider what might have contributed to accidents, so you can make
better decisions if you face similar circumstances. In almost all cases design characteristics of a specific make and model
airplane have little direct bearing on the possible causes of aircraft accidents, so apply these FLYING LESSONS to any airplane
you fly. Verify all technical information before applying it to your aircraft or operation, with manufacturers’ data and
recommendations taking precedence. You are pilot in command, and are ultimately responsible for the decisions you make.
FLYING LESSONS is an independent product of MASTERY FLIGHT TRAINING, INC. www.mastery-flight-training.com
Mastery of Flight
This week’s lessons:
A few weeks back we renewed a discussion of Loss of Directional Control during
Landing (LODC-L) events. The recent FAA preliminary accident report record reflects a big
increase in Loss of Directional Control (LODC) crashes during takeoff and, especially, during
landing. FLYING LESSONS for November 5, 2015 explored a vital but mostly overlooked element
to avoiding LODC-L: actually using information from ATIS, AWOS or ASOS to estimate the
crosswind component before deciding whether to attempt a landing. As I put it that week, most
pilot training conditions us to consider the crosswind component for takeoff. When it comes to
crosswinds for landing, however, we often take whatever we get. Complacency leads to the
high rate of LODC-L mishaps; I provided the easy 1/3, 2/3, 100% method of estimating
crosswind component.
See www.mastery-flight-training.com/20151105-flying-lessons.pdf
As is the case with almost all aspects of flying, making a good go/no-go decision is the first
step in assuring a desirable outcome in a crosswind landing. As several readers wrote in
response to that November LESSON, though, you need to have the skills to back up your
decision. That takes us to the next step in preparation for avoiding LODC-L events: crosswind
control inputs.
Many modern airplanes handle crosswinds so well that it’s easy to get complacent and
sloppy with control inputs. The best way to be prepared for stronger crosswinds is to practice
the crosswind control inputs every time you fly…so you make them instinctively when it
counts.
Back when you first learned to
fly you saw a diagram for crosswind
control inputs during taxi that looked
something like the one at right. The
mnemonic for this is “climb into the
wind, dive away from the wind.”
Climbing into the wind means holding the
elevator neutral to fully back and turning
the control wheel in the direction from
which the wind is coming. This raises the
upwind aileron and lowers the downwind,
so any gust of wind will tend to force the
upwind wing down instead of letting the
wind get under the wing and flip the
airplane. Meanwhile, the neutral-to-up
elevator position helps prevent the wind
from getting under the tail and blowing the
airplane down hard on its nose.
©2015 Mastery Flight Training, Inc. All rights reserved.
1
Aileron control inputs are reversed when taxiing with a tailwind—move the control wheel
away from the wind so any gust will push the unwind wing down to prevent flipping over. Hold the
wheel forward so the elevators deflect downward; if a gust hits it will push against the top of the
control surfaces and keep the tail down.
Applying these same control inputs while on the runway does exactly the right thing to
maximize the airplane’s ability to compensate for crosswinds. When taking off, you begin by
taxiing into the wind—upwind aileron up, elevators neutral. As the airplane accelerates the
control surfaces gain greater authority, so you can (and must) gradually decrease control
deflections as speed builds.
When you land, begin with small control inputs, gradually increasing the control deflection as
the airplane decelerates and the controls become less effective. Done correctly, as you
transition from landing to taxiing into the wind, you’ll be reaching the full “climb into the wind”
control position.
In some airplanes, especially older tailwheel designs, there is also significant adverse yaw
effect from the deflected ailerons to assist in directional control during rollout.
If you practice the crosswind control inputs every time you taxi you’ll do two things: you’ll
make thinking about the relative direction of the wind a normal part of every flight, and you’ll be
ready to apply the proper crosswind control inputs on the day you really need them for takeoff
and landing.
These exercises, and estimating the crosswind component before deciding whether or not to
attempt a landing on the assigned or selected runway, should make it unlikely you’ll be involved
in the next loss of directional control during landing.
Next time: Crosswind control during your final approach and flare.
Questions? Comments? Let us know, at mastery.flight.training@cox.net
See http://pilotworkshop.com/ifr-focus/signup/today-mft
Debrief: Readers write about recent (and some not-so-recent) FLYING LESSONS:
A FLYING LESSONS reader who prefers to remain anonymous writes about a comment I made
last week when discussing NTSB Chairman Chris Hart’s use of the Bedford, Massachusetts
Gulfstream takeoff crash—in which data shows the jet’s crew failed to perform a “controls free
and correct” check on 173 of the 175 most recent flights—as his sole example of a complacency
issues. I wrote:
"…whether he feels this was a single rogue crew or indicative of complacency."
The anonymous reader notes:
Since 2009, I've lost eight pilot friends in separate crashes - five of them since June of this year. All except
one can be contributed to complacency.
©2015 Mastery Flight Training, Inc. All rights reserved.
2
Sad, but also illuminating. This is another example of what the National Business Aviation
Association (NBAA) calls “procedural noncompliance”—failure to follow standard operating
procedures, whether intentionally or otherwise. NBAA states:
During an NTSB survey of accidents from 1978 to 1990 where procedural non-compliance was determined
to be a factor, errors such as not making required callouts or failing to use appropriate checklists were found
to be a causal factor in 29 of 37 accidents (78 percent). During a 10-year study in the late 1990s, Boeing
found that in more than 138 accidents totaling over 5,600 fatalities, failures of the pilot flying and pilot
monitoring to adhere to standard operating procedure were the primary cause of 80 percent of those
accidents, as well.
NBAA’s Safety Committee has put together guidance it calls Procedural Non-Compliance:
Learning the Markers and Mitigating the Risks. Although the guide is oriented toward two-pilot
crew operations, with a little imagination you can glean some action items that apply to the singlepilot cockpit as well.
See https://www.nbaa.org/ops/safety/professionalism/20151030-procedural-non-compliance-learning-the-markers-and-mitigating-the-risks.php
Aerobatics and tailwheel instructor Tony Johnstone adds a trick to crosswind control:
There is a little tip I give my primary (and not-so-primary!) students. A lot of pilots will listen to the AWOS
or ATIS and not really think about what the wind will be actually doing to them. If the wind is Less than the
runway number, it will be a LEFT crosswind, if greater, it will be from the RIGHT. Simple thing, but seems
to help with anticipation and situational awareness.
Good tip. Thanks, Tony.
Reader Bruce Dickerson writes about my comments last week concerning Safety Management
Systems (SMS), the current FAA standard for flight department safety programs:
As always, [last] week's FLYING LESSONS is quite thought provoking. Specifically, I'd be interested to
know if there is an "off the shelf" SMS for private owner pilots? If not, is there a syllabus or outline of
essential elements for a private pilot SMS? I'd love to upgrade my safety regime to something approaching
that of the professionals.
Thanks so much for your great work on our behalf.
See:
www.mastery-flight-training.com/20151125-flying-lessons.pdf
https://www.faa.gov/about/initiatives/sms/
I’ve looked extensively and have not found such a template. One promising URL,
www.singlepilotsafety.com, has only three screens with no data (and curiously, a photo of a twopilot crew). Chapter 6 of the FAA’s Risk Management Handbook is titled “Single-Pilot Resource
Management,” and provides a generalized overview of the topic. FAA InFO (Information for
Operators) letter 07015 provides a Flight Risk Assessment Tool (FRAT) that is one element of an
SMS-like program.
See:
https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/risk_management_handbook/media/risk_management_handbook.pdf
https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/risk_management_handbook/media/rmh_ch06.pdf
https://www.nbaa.org/admin/sms/info07015.pdf
However, it’s not surprising that there is no
single-pilot SMS out there available for
download, because the core elements of SMS
don’t address the needs and realities of an
owner-pilot or a business pilot outside of a
formal Flight Department structure. An FAAformat/industry accredited SMS consists of four
components that center on written flight
department policy, reporting requirements and
formal evaluation of risk management practices.
That doesn’t sound like your average business
owner taking off in a Cirrus SR22 or a Beech
Baron, or even a PC-12 or a King Air C90 on a
©2015 Mastery Flight Training, Inc. All rights reserved.
3
trip to visit remote offices or make a sale. It certainly doesn’t apply to personal or recreational use
of airplanes.
In fact, the FAA’s SMS is specifically addressed to “Air Carriers, Air Taxi, Air Tour, Maintenance,
Repair Stations, Non-Certificated Repair Facilities, Flight Schools, Simulator Facilities, etc.,” and
“Design Approval Holders, Suppliers, Production Certificate Holders, PMA, TC Holders Producing
under TC; [and] Aircraft Certification, Manufacturing Inspection District Offices (MIDO), Aircraft
Engineering Group (AEG)” operations, all with “FAA Oversight by Flight Standards.”
See:
https://www.faa.gov/about/initiatives/sms/explained/components/
https://www.faa.gov/about/initiatives/sms/specifics_by_aviation_industry_type/
This is all a roundabout way of saying the idea of a Safety Management System (SMS) for singlepilot operators is a great idea, but that a single-pilot SMS has yet to exist. As I said last week,
SMS is a feature of air carriers and large corporate flight departments that includes formal hazard
identification, reporting and mitigation procedures to use that operation’s real-world data to
improve safety. Most single-pilot business and personal-use operators will not have an SMS, or
the infrastructure to implement an SMS even if they wanted one. FLYING LESSONS frequently
touches on some of the topics that make up an SMS, translated to what you can do to recognize
and mitigate risk in the single-pilot, owner-flown cockpit. I’ll expand even more upon this in 2016
LESSONS as we strive to reverse the upward trend in single-pilot business flight crashes, and
further reduce the comparatively high rate of crashes in recreational/personal use aircraft.
Thank you, Bruce.
See mastery-flight-training.com/20151125-flying-lessons.pdf
What do you think? Let us learn from you, at mastery.flight.training@cox.net
It takes most people about five minutes to read an issue of FLYING LESSONS Weekly. That adds up to about four hours
each year. If you’ve enjoyed at least the equivalent of one hour’s worth of dual instruction from the nearly 50 FLYING
LESSONS you’ve received this year, please consider donating what you’d pay an instructor for that hour of
“dual” in the aircraft you fly. If you have benefited more please consider that as well. Income from this source will be
used to make FLYING LESSONS more visual and more meaningful to you and your family’s safety and enjoyment of
personal and business aviation. Thank you!
Please be a FLYING LESSONS supporter through the secure
PayPal donations button at www.mastery-flight-training.com.
Thank you, generous supporters.
Share safer skies. Forward FLYING LESSONS to a friend
Personal Aviation: Freedom. Choices. Responsibility.
Thomas P. Turner, M.S. Aviation Safety, Three-time Master CFI
Flight Instructor Hall of Fame
2010 National FAA Safety Team Representative of the Year
2008 FAA Central Region CFI of the Year
FLYING LESSONS is ©2015 Mastery Flight Training, Inc. For more information see www.mastery-flight-training.com, or
contact mastery.flight.training@cox.net.
©2015 Mastery Flight Training, Inc. All rights reserved.
4
FLYING LESSONS for December 17, 2015
suggested by this week’s aircraft mishap reports
FLYING LESSONS uses the past week’s mishap reports to consider what might have contributed to accidents, so you can make
better decisions if you face similar circumstances. In almost all cases design characteristics of a specific make and model
airplane have little direct bearing on the possible causes of aircraft accidents, so apply these FLYING LESSONS to any airplane
you fly. Verify all technical information before applying it to your aircraft or operation, with manufacturers’ data and
recommendations taking precedence. You are pilot in command, and are ultimately responsible for the decisions you make.
FLYING LESSONS is an independent product of MASTERY FLIGHT TRAINING, INC. www.mastery-flight-training.com
Mastery of Flight
I apologize that an illness prevented me from publishing FLYING LESSONS last week. All’s well now, so here we go…
This week’s lessons:
Last time and a few issues before, we looked at the most common type of aircraft mishap: loss
of directional control during the runway ground roll, especially during landing (LODC-L). We’ve
now looked at two of the four elements of LODC-L avoidance, or more positively, how to make
good crosswind landings.
The first element of a good crosswind landing is your decision on whether to attempt the
landing at all. We discussed the point that pilots use AWOS or ASOS wind information or the
visual indicators like a windsock or wind tee to determine which runway most directly points into
the wind, but that (in my experience, anyway) few pilots compute or at least estimate the
crosswind component to decide whether the most-directly-aligned runway is also one that’s within
the pilot’s capabilities, and those of the airplane.
Download at www.mastery-flight-training.com/estimating-crosswind.pdf
The second element we discussed is what to do with the flight controls during a crosswind
takeoff or landing, and how in a good crosswind landing you’ll gradually increase the control
deflections at touchdown until they become the flight-training-basic yet oft-forgotten crosswind
taxi control inputs as you decelerate and your landing roll gradually turns into taxiing in a
crosswind.
©2015 Mastery Flight Training, Inc. All rights reserved.
1
I also suggested that pilots of all types of
aircraft—even those that are less prone to being
tossed about in the wind during taxi—get and remain
in the habit of applying crosswind control inputs in
even the slightest of winds. This, I suggest, makes it
more likely you’ll apply the correct control deflections
when the wind’s strong enough the plane you’re flying
needs the crosswind control inputs.
The third element of a good crosswind landing is
proper runway alignment on final approach. This
helps you accomplish the first and second elements.
It’s a validation of your inflight decision on whether
you should attempt the landing under current
conditions. “Current conditions” includes your recency
of crosswind landing experience, familiarity with the airplane being flown, and the actual vs.
reported wind. If you can’t remain aligned with the extended runway centerline while on final
approach, there’s not much chance you’ll be able to do so in the flare and during your landing roll.
This is a validation of the first element, estimating crosswinds. Runway alignment on final
approach also requires you to apply the correct crosswind landing controls, the second element
of a good crosswind landing.
There’s always discussion and frequently disagreement about the proper technique to
use to remain aligned with the
runway during a crosswind final
approach. Some pilots favor a
crabbed approach—keeping the
wings level and descending in
coordinated flight, angled
upwind to compensate for
drift—while others prefer a
“wing-low” or slideslip
approach—banking into the
wind and applying enough
opposite rudder to maintain
alignment with the runway
centerline. I’ve found that just
like “north up” and “track up”
preferences with GPS map
displays, there are some pilots
who can visualize and fly a
crabbed approach better than a
slideslip, and pilots who master
the wing-low method more
easily. I personally prefer the
wing-low approach because it tells me exactly whether I have enough control authority to
compensate for crosswinds during landing, and I don’t have to “kick out” the crab to align with the
runway at the last second before touchdown. But I’ve taught pilots both techniques and let then
decide for themselves which works best. And I’ve found that pilot who use the crab technique
usually transition to a wing-low sideslip during their flare so they touch down on the upwind main
wheel first. As I’ve said many times in FLYING LESSONS, there is almost never just one way
to fly an airplane.
Another key is to realize that wind speeds and directions are not a constant. Wind flow around
pressure patterns, influenced by corriolis effect, causes wind in the Northern Hemisphere to flow
©2015 Mastery Flight Training, Inc. All rights reserved.
2
clockwise around high pressure centers, and counterclockwise around areas of low pressure.
The pattern is reversed in the Southern Hemisphere.
See http://education.nationalgeographic.org/encyclopedia/coriolis-effect/
Nearest the surface, however, friction from contact with the surface features cancels out
part of the corriolis effect. This means, in the Northern Hemisphere, wind direction at the surface
will turn a little to its own left close to the ground around low pressure areas and a little to its own
right when circulating around highs. Again, the directions are reversed south of the equator.
Wind speeds also decrease due to surface friction.
The net result is that correcting for a crosswind as you descend along final approach is not a
steady-state, constant process. Even if the winds are not terribly strong or gusty, the control
deflections that keep you aligned with the runway centerline farther out on final are not the same
as those you’ll have to employ during the flare. Crosswind control is a very active process;
crosswind control takes concentration and constant attention as conditions change during
your approach.
Loss of Directional Control during Landing doesn’t usually happen as soon as the
airplane touches down, it occurs near the end of the landing roll. This is, I believe, due to two
factors. One, controls become less effective as the airplane decelerates, so if the wind is “wrong”
you may reach full control deflection before the airplane has transitioned fully from landing to
taxiing. The plane decelerates further and doesn’t have the control force to prevent LODC-L.
Or second—and I suspect this is far more likely—the pilot makes a good initial crosswind
landing but, once on the ground he/she feels the job is done, and stops focusing on airplane
control. “Giving up” when the airplane still has the capability to compensate for winds may be why
(as we’ve discussed before) most LODC-L events occur when the computed crosswind
component is less than 10 knots…far below the maximum demonstrated crosswind component in
every Pilot’s Operating Handbook (POH) and Approved Flight Manual (AFM) I’ve ever seen.
Tailwheel and seaplane pilots are drilled to “fly the airplane until it’s tied down.” Although
LODC-L events are even more common in tailwheel aircraft than tricycle gear types, it’s pretty
well universally recognized that mastering crosswinds in a taildragger make you even less likely
to experience LODC-L in a nosewheel airplane.
The fourth element of making good
crosswind landings is to continue flying the
airplane through the entire landing roll. Don’t
give up and relax on the controls as soon as
the main wheels bounce down onto the
pavement.
In gusty or turbulent low-level winds, fly
your approach slightly faster to provide most
positive control at the indicated airspeed and
angle of attack vary in the bumps. Some
POHs/AFMs recommend using only partial
flaps in turbulent conditions.
A common technique is to add one-half
the gust factor to your normal approach speed for the flap position used. For example, if the
reported wind is 12 gusting to 22 knots and your normal final approach speed is 75 knots, add
half the gust factor (22-12 = 10, so 5 knots) and plan an over-the-fence speed of 80 knots.
Even at these speeds and flap configurations, continue to use positive glidepath control. If
you can’t touch down in the touchdown zone or the first third of the runway, go around without
hesitation just as you would if you cannot maintain runway alignment.
©2015 Mastery Flight Training, Inc. All rights reserved.
3
Just because there’s a crosswind or wind gusts doesn’t mean you can’t (and shouldn’t)
meet the criteria of Mastery Flight Training’s Second Stripe Challenge. In fact, you’ve not truly
mastered crosswind landings until you can touch down in your pre-identified landing zone aligned
with the runway, with zero sideways drift, the runway stripe between the main wheels, and with
the nosewheel up in tricycle gear aircraft, or in a three-point or wheel landing touchdown in
tailwheel airplanes—even in a crosswind.
See www.mastery-flight-training.com/secondstripechallenge.pdf
To make consistently good crosswind landings:
1. Estimate the crosswind component using reported wind speed and its direction
relative to the runway in use. Make a conscious, honest decision whether the airplane—
and you—are capable of easily handling that crosswind component. If not, choose
another runway that meets your current crosswind capability. That may mean diverting to
a different airport.
2. Apply correct crosswind control inputs at all times, even when taxiing in the lightest
winds. This trains you to be constantly thinking about the wind direction relative to your
airplane on the ground, and almost subconsciously making the proper crosswind control
deflections for those times you need them.
3. Evaluate your ability to maintain runway alignment as you descend during final
approach toward your intended touchdown zone. If you can’t keep it lined up without
nearing the limits of your ability on final approach, there’s little reason to believe you’ll be
able to do so with reduced control authority at slower speeds in your flare and the landing
roll. If you can’t stay aligned on final, find another runway with better conditions.
4. Fly the airplane positively through your entire landing roll as you transition from
touchdown through fast taxi to eventually a normal taxi speed. Never give up; never
surrender. That sigh of relief that you’ve mastered a gusty landing must wait until the
engine stops on the ramp or in front of your hangar.
Master these four elements—including willingness to exercise your “out” and find another
runway with better conditions, even if that’s at a different airport—and it’s extremely unlikely you’ll
be involved in a LODC-L event.
Questions? Comments? Let us know, at mastery.flight.training@cox.net
See http://pilotworkshop.com/ifr-focus/signup/today-mft
Debrief: Readers write about recent (and some not-so-recent) FLYING LESSONS:
Continuing recent LESSONS about Safety Management Systems (SMS) and whether they are
pertinent to single-pilot operators, air crash investigator/safety researcher Jeff Edwards writes:
The reason SMS works well is it is an organizational tool. The boss of an organization can dictate and
enforce policy. The best bosses lead by example. They are always doing the right thing. So if you want an
©2015 Mastery Flight Training, Inc. All rights reserved.
4
SMS for your single pilot operation...lead by example! Set a good example every day around the airport and
in the cockpit.
Excellent turn on this discussion, Jeff. Thank you.
See www.mastery-flight-training.com/20151203-flying-lessons.pdf
Reader Marty Vanover comments:
Great dissertation on crosswind operations. Once I had to venture into "test pilot regime". The [Beech]
Sierra has a maximum demonstrated crosswind of 17 knots. I arrived at Denton, Texas with winds from 270
@ 23 kts gusting to 32. The runway is 18/36 and so are almost all the runways northwest of DFW, so the
choices were not many. However, the Denton runway is pretty wide and I set up an approach to 18 on a slight
angle, hopefully to reduce the crosswind component. I touched down on the left edge of the runway and
rolled out to the right edge. The landing was not that difficult. Roll out was just about normal. I did have a
lot of aileron into the wind and a bit of top rudder on touchdown. But I felt fully in control. The Cessna 421
that landed on 36 after I did wasn't so fortunate. That pilot took a trip into the infield. Fortunately, the gear
on the Golden Eagle did not collapse.
I think I was prepared for this changeling event as I practice crosswind landings at my home field, which has
90 degrees intersecting runways. I don't think enough pilots practice crosswind landings after they get
their certificates. What also surprises me is the number of pilots that don't know how to use a flight
computer or never do. I use mine on almost every flight. Mostly just to check my airplane’s TAS, but always
to check the crosswind component if it is considerable. Perhaps I'm too much "old school."
I believe in using all available resounces, Marty. Sometimes that means being low-teach and “old
school.” Thanks for your observations.
Reader Marci Haas writes:
Hi. Your weekly LESSONS email was forwarded to me and I subscribed. My instructor sent it to me, advised
me to subscribe, and quizzes me weekly on the LESSON you send.
Hi, Marci. That makes me smile to know I may be helping a new pilot learn from the experiences
of others. Please thank your instructor for me, and keep working toward your flying goals!
What do you think? Let us learn from you, at mastery.flight.training@cox.net
It takes most people about five minutes to read an issue of FLYING LESSONS Weekly. That adds up to about four hours
each year. If you’ve enjoyed at least the equivalent of one hour’s worth of dual instruction from the nearly 50 FLYING
LESSONS you’ve received this year, please consider donating what you’d pay an instructor for that hour of
“dual” in the aircraft you fly. If you have benefited more please consider that as well. Income from this source will be
used to make FLYING LESSONS more visual and more meaningful to you and your family’s safety and enjoyment of
personal and business aviation. Thank you!
Please be a FLYING LESSONS supporter through the secure
PayPal donations button at www.mastery-flight-training.com.
Thank you, generous supporters.
Share safer skies. Forward FLYING LESSONS to a friend
Personal Aviation: Freedom. Choices. Responsibility.
Thomas P. Turner, M.S. Aviation Safety, Three-time Master CFI
Flight Instructor Hall of Fame
2010 National FAA Safety Team Representative of the Year
2008 FAA Central Region CFI of the Year
FLYING LESSONS is ©2015 Mastery Flight Training, Inc. For more information see www.mastery-flight-training.com, or
contact mastery.flight.training@cox.net.
©2015 Mastery Flight Training, Inc. All rights reserved.
5