Cessna 152 - 14 Knot Strong Gusty Crosswind - Student Landing - Runway 25 - Old Buckenham - Jun24

[@skyepilotte11]

Great cross wind landing and control.

[@mohammedsajid-k9t]

❤. Well done, good landing

[@slowwalkprepping]

Very nice, great job !

[@beg4mercy277]

Beautiful job, well done!

[@tag491a]

Well done, down in one piece. Previous suggestions ref use of rudder and not aileron are valid. I've landed at Old Buckenham many times, though years ago now. The straw stacks on the approach to 25 seem to be smaller!

[@filipegulin1980]

Good job cappy.

[@timaidley7801]

I grew up in Morley, just north of Attleborough, and you can just see it through your left window at the start of the footage.

[@observer1242]

Wonderful job. Good for you.

[@a320nick]

Well done, great finals hdg, nice straighten up b4 touch good job.

[@mrbill5834]

Great job!

[@joberklober1814]

Good landing. When i flew the 152 in crosswinds, I was trained to not go more than degrees flap, or in your case, not to go past stage 1. The flaps make it easier for the crosswinds to flip the aircraft.

[@CarbonCopyAviation]

Thank you for your comment and taking the time to watch the video. Yes the POH says to use little or no flaps depending on runway length and land in a nearly level attitude. The runway I use is long enough to do a flapless landing, so maybe that should have been the option I took and may have made the landing easier. This being said it doesn’t state not to use flaps in a cross wind as if you needed them due to runway length it’s basically saying use them. POH States: CROSSWIND LANDING When landing in a strong crosswind, use the minimum flap setting required for the field length. Use a wing low, crab, or a combination method of drift correction and land in a nearly level attitude.

[@mobytoss]

Lucky to be able to record your training sessions - my instructors objected to recording so I have only memories of the session to rely on

[@CarbonCopyAviation]

@@mobytoss its a shame that you cant as I learnt a lot by watching my previous flights especially approaches and landings.

[@mobytoss]

@CarbonCopyAviation yes I find recordings like this invaluable for assessing and improving

[@roy4091]

Awesome

[@m39fan]

You did well. I had a similar experience just the other day and I'm not sure that I did as well but we managed to get on the ground so there's that......

[@CarbonCopyAviation]

This video is of a fairly recent flight and last Friday 5th July I passed my PPL. 🎉 Now I have passed I’m going to make a youtube video of all the bad landings I have done and try and explain what I was doing wrong, this should hopefully help others to notice if they are doing the same thing. This video will hopefully be live in the next week or so depending on how many bad landings I can find in my video archive as i guess theres quite a few. 🫣

[@townbert7049]

Man those crosswinds were something else when you got near the runway. Literally said "Jesus Christ" aloud as you were getting pushed around.

[@oldglory1944]

Ailerons have 3 functions; 1) Bank so plane will change course headings. 2) on short final to touch down, make BANK to stop drift, whilst rudder aligns wheels to track straight down runway. 3) same ailerons/bank that corrected drift, now provides, on roll out, YAW to help wee stalling rudder maintain center line. Rule: Maintain Ailerons proportionally opposite needed rudder. Cheers 60yr CFI. RRF

[@WilliamBuist-v4h]

Interested to understand why you kept carb heat on all the way in?

[@CarbonCopyAviation]

Thank you for your comment and taking the time to watch the video. Basically POH states the carb heat stays on till after landing, for me, this is turned off as part of my “Runway Vacated” checklist or if its a go around, turn carb heat off at the same time / just after applying full throttle. The POH for the Cessna 152 states: BEFORE LANDING 1. Seats, Belts, Harnesses -- ADJUST and LOCK. 2. Mixture -- RICH. 3. Carburetor Heat -- ON (apply full heat before closing throttle). BALKED LANDING 1. Throttle -- FULL OPEN. 2. Carburetor Heat -- COLD. 3. Wing Flaps -- RETRACT to 20. 4. Airspeed -- 55 KIAS. 5. Wing Flaps -- RETRACT (slowly). AFTER LANDING 1. Wing Flaps -- UP. 2. Carburetor Heat -- COLD.

[@kieronemmett9601]

Nice video, I also fly in the UK and currently completing my CPL. I was just wondering about the position of the carb heat as i appears to be pulled out for the entire approach. Is this intentional or just an oversight. I'm not trying to knit pick by the way I'm just curious. Old Buckenham is on my bucket list :)

[@CarbonCopyAviation]

Basically POH states the carb heat stays on till after landing, for me, this is turned off as part of my “Runway Vacated” checklist or if its a go around, turn carb heat off at the same time / just after applying full throttle. The POH for the Cessna 152 states: BEFORE LANDING 1. Seats, Belts, Harnesses -- ADJUST and LOCK. 2. Mixture -- RICH. 3. Carburetor Heat -- ON (apply full heat before closing throttle). BALKED LANDING 1. Throttle -- FULL OPEN. 2. Carburetor Heat -- COLD. 3. Wing Flaps -- RETRACT to 20. 4. Airspeed -- 55 KIAS. 5. Wing Flaps -- RETRACT (slowly). AFTER LANDING 1. Wing Flaps -- UP. 2. Carburetor Heat -- COLD.

[@a320nick]

Yes carb heat out (hot) all the way down the final.

[@petrcupa2842]

In C152 the carb heat should be pulled out when the RPM is below 2000.

[@adamhegedus4766]

Nice landing you did there :) A question/note: Wasn't the flaps opening a little too early? You selected flaps 10 then 20 very soon after that on the early stage of the (quite long) base leg With 14 kts of headwind it gives you a lot of drag and it seems like you had to give power up to 2000 rpm and a vario between 0 and -100, so the plane was barely descending It feels like it could have been enough to open flaps 20 on the final, until that flaps 10 would have given you a comfortable descend path I would like to highlight that I am not trying criticize you, you did a wonderful job landing that plane in that gusty wing, 14 kts is way over my personal crosswind limit It is just that in my flight school I was taught to open flaps far later, so I would be curious of the reason why you did this way Thank you

[@raeldor]

Very interesting video. So the wind is coming from the left on final and you point your nose INTO the wind? Are you applying right rudder at the same time?

[@CarbonCopyAviation]

@@raeldor The nose isn’t pointed a full 180 degrees in the opposite direction to the wind but just enough to compensate the push off course the wind is creating. If the nose was pointing fully into wind the effect wouldn’t be a crab (sideways nose angle of the plane in relation to direction of travel) as there wouldn’t be a wind effect pushing on the side of the plane causing it to drift left or right but would create a decrease in ground speed. Left and right rudder is applied to keep the plane aligned with the runway.

[@raeldor]

@@CarbonCopyAviation Thank you. Is the idea of pointing the nose towards the window to create less surface area pushing the plane?

[@CarbonCopyAviation]

@@raeldor The way you point the plane without the wind effect is the way the plane will head with level wings, and no other inputs added and assuming everything thing is trimmed etc for straight and level flight. So with the wind hitting the side of the plane (crosswind) and with the plane flying with the nose in the direction you want to travel the cross wind will make the plane drift by the wind pushing the plane in that direction.

[@raeldor]

@@CarbonCopyAviation Ah, so you're pointing the plane into the wind to counter the effect of the cross-wind and then using the rudder to make small adjustments to center on the runway. Then just before you land you use rudder and reverse aileron to pull straight again?

[@a320nick]

Nose where you want it with the rudder, wings level with the aileron.

[@j700jam4]

Aileron does not keep wings level. Wing should dip into the wind

[@richceglinski7543]

Certainly had your A game on and stayed ahead of the airplane.

[@B1rdTheW0rd]

Great landing! And impressive that you’ve completed all of your exams. So you did MEI and MEII also?

[@CarbonCopyAviation]

Thank you for your comment and taking the time to watch the video. Yes I have a class 2 Medical certificate, valid for two years. I passed the skills test on Friday 5th July, 🎉🥳so now in theory I’m no longer as student pilot. The reason why I say “in theory “ because until you get the license back from the CAA you are still classed as a student pilot cant fly solo or with passengers unless you are flying with your instructor or solo under your instructors license. More information about it here: www.caa.co.uk/general-aviation/pilot-training-organisations/flights-after-completing-a-skill-test/

[@davefoord1259]

Try not putting the flaps out till you have the runway made. Not sensible to use them then have tk use extra power.

[@CarbonCopyAviation]

Thank you for your comment and taking the time to watch the video. This is the procedure I have been trained for base and final. Slow safe flight is 70 knots and two stages of flaps which is base configuration. Then final is third stage of flaps and 65 knots. As we are heading towards the ground and slowing the plane, applying flaps lowers the nose angle and decreases stall speed making it safer for the approach. The difference in fuel / extra power used when compared to the increased safety margins of reduced stall speed and increased visibility is minimal and worth the trade.

[@brianonglo]

nice landing sir.

[@Tamaal123]

White arc is Vfe not safe for first notch

[@CarbonCopyAviation]

Thank you for your comment and taking the time to watch the video. Just to clarify your comment, as I know what you mean, you are saying VFE (VFE = Maximum IAS in Knots with Flaps Extended) is the safe limit to lower full flaps not the just the first stage but the way you have typed it makes it seem like you're saying its not safe to lower any flaps. The top of the white arc is maximum speed with flaps extended and the bottom of the white arc is stall speed when at maximum weight in landing configuration I couldnt find in the POH a seperate listing for the safe IAS to lower the first stage or second stage of flaps, so this means with all the information I can find and the way I have been trained that the top of the white arc is actually the safe speed to lower the first stage of flaps and yes at that speed you could lower full flaps. From the Cessna POH: VFE - Maximum Flap Extended Speed - IAS 85 knots - Do Not Exceed this speed with flaps extended WHITE ARC - IAS = 35 to 85 - Full Flap Operating Range. 35 Knots = Lower limit is maximum weight VSO (VSO = Stall speed in landing configuration) in landing configuration. 85 knots = Upper limit is maximum speed permissible with flaps extended. So basically In the cessna 152 POH both VFE and the upper limit of the White Arc both have the same maximum IAS (Indicated Air Speed) limit speed to either deploy flaps or have flaps extended.

[@jimmydulin928]

You had good control, but the wing wagging and nose going the wrong way initially from adverse yaw of aileron can be very effective mitigated by not using the steering wheel portion of the yoke...the aileron. Once you set the nose left of centerline extended for crab, there was no reason to turn. No reason to turn means no reason to bank. No reason to bank means no reason to use aileron. What is needed to drive our butt down the centerline extended in a proper wings level crab is correct yaw only. Correct yaw only is a rudder only thing. Gusts that disrupt the wing level and start a banked turn can best be mitigated with rudder only. If we fight any gust attempt to change our crab heading with correct rudder yaw, we will not further throw the nose the wrong way with adverse yaw. Coordinated? No this just doesn"t generally happen on short final with all that is going on there. This is because it just doesn't generally happen anywhere. Why do we use aileron first and then step on the ball to react to the adverse yaw. Steering wheel muscle memory. Unless we normally lead rudder in all turns, adverse yaw will mess with every landing. Start rudder only practice in a no wind landing. We want the wing level and the nose (actually we want the centerline between our legs...and between the instructors legs...it is optical...for longitudinal alignment) going down the centerline extended. We do not want to turn. We do not need to turn. We can bracket the centerline extended and centerline with dynamic proactive rudder the same as riding a bike or balancing a broom on our hand. By moving our feet constantly and thus not allowing our nose (between our legs) to even think about misalignment, by bracketing the centerline, we not only drive our longitudinal axis exactly down the centerline extended, we also keep the wing level. I have students put their hands in their lap and just use rudder to dirve the nose down the exact, because it is bracketed, centerline to demonstrate how easy and effect using rudder yaw properly is. It is the same in your crab. Walk the rudders to keep your butt going exactly down the centerline extended and do not move the steering wheel. You will automatically be keeping the wing level in th gusts. Good job though. This is just old crop duster TW stuff, but it really works well.

[@KimWentworth-y8e]

Whew, A lot goes on when coordination on final. I think if you think to much you can all mess up. Just keep it aligned with the center-line and make the corrections as small as possible. This requires rudders and Ailerons to align the airplane.

[@jimmydulin928]

@@KimWentworth-y8e If you are making coordinated turns on final to react to misalignment and return to alignment, you are doing Dutch rolls. Yes, also a way to maintain alignment, except during the turn portion. Dynamic proactive yaw alignment is much easier and cleaner and doesn't have a wing down near the ground. I assume you are leading rudder (we are car driving muscle memory humans) to insure initial coordination rather than fixing poor coordination by stepping on the ball. Stepping on the ball to fix means that the nose has gone the wrong way initially.

[@KimWentworth-y8e]

@@jimmydulin928 I am not thinking that deeply - I just put the aircraft on the proper glide slope and I land the aircraft. I make very small adjustments on glide slope. When I land, I am on center and I touch down where I want my touch down point to be. Example Short Field Landing. I do it in a soft manner also. My landings have been good.

[@jimmydulin928]

@@KimWentworth-y8e Then you have good airspeed control. To quit flying, to land in low ground effect, we have to be well below Vso, an out of ground effect number.

[@KimWentworth-y8e]

@@jimmydulin928 Yes, Airspeed is king.

[@kenkarger6594]

Don’t believe for a second that this is a beginner pilot. Way too scripted.

[@CarbonCopyAviation]

Thank you for your comment and taking the time to watch the video. I take my skills test / check ride within the next couple of weeks, 🤞weather permitting. I wouldnt say im a real beginner as I have over 60 hours flight time, (thats not including the many hours spent on my simulator - link below of my sim) which actually when you put it in perspective 60 hours is only the equivalent of eight full days of flying, thats if each day training day was eight hours. My Simulator set up: kzbin.info/www/bejne/epKXf3x8fs5sjLM