Landing a Cessna 172 With a 20 KNOT Crosswind!

[@T.Sullivan79]

Fantastic flight!! Very skilled in those crosswinds....bravo

[@gnobes9677]

Dude! Doing great. Can't really see the best from the angle, but on super windy days, if you're not comfortable with gusty landings, try doing the side slip all the way down around 3-400 AGL. Having the side slip in is a great way to see how much or how little aileron and rudder you need when coming down. Keeping that wing down and into the wind will prevent you from drifting like you did on the last landing. Additionally, as you gain more and more skill and experience in winds, you can then transition to the crab, where you kick the wing over and side slip just when about to touchdown! Hope this helps!

[@FullThrottleAviation]

I’ll keep that in mind next time I fly! Thank you 🙏

[@jimmydulin928]

Good job. Good foot work as I saw no wing wagging from using the steering wheel and adverse yaw. A suggestion for strong crosswinds. Use full flaps and decelerate on short final coming into high ground effect. Ground speed is supposed to be slower with God's gift of a headwind component. Yes, we have to make the throttle dynamic when properly slow (ground speed) on short final. When Wolfgang talks about arriving at ground level in three point attitude all slowed up and ready to squat, he is taking about stall in one inch ground effect. That is much slower than Vso, an out of ground effect airspeed. Now change base to be into a headwind component so that you can make a new imagined centerline from the downwind corner to the upwind thousand feet stripe. In strong crosswinds on my 3500 miles pipeline patrol loop, I often touched down (172) at 20 mph ground speed. It is hard to damage the airplane at 20 mph.

[@gnobes9677]

I would have to disagree, using full flaps when its gusty is not a good idea, maybe 20 or 10, c172sp model, reason for this is becvause it allows for a higher approach speed, providing greater control over the aircraft during sudden wind gusts, preventing large pitch changes and making it easier to maintain a stable flight path during landing.

[@jimmydulin928]

@gnobes9677 Yes, it allows for higher approach speed. But we are trying to quit flying well below Vso in one inch ground effect. Yes, it gives you greater aileron control. But we don't want to turn. We want to use dynamic proactive rudder movement to bracket/nail the centerline between our legs. We want correct yaw, not adverse yaw. No the extra airspeed exacerbates pitch change making balloon and mush worse. Pitch to control airspeed accurately and power with dynamic throttle to control glide angle and rate of descent, causes prop blast over rudder and elevator all the way to touchdown slowly and softly exactly where desired. In a strong balloon, close the throttle and then adjust. In a strong sink, add full throttle and then adjust. It is not rocket science. It is called flying.

[@gnobes9677]

@@jimmydulin928 yeah no shit, ik how to fly i got over 1200 hours in a c172. Your wrong about use rudders in a way, when on a strong crosswind. Your rudders are for alighment with the runway while you keep you wing low and into the wind. everyone knows if you balloon add a little power to arrest decent but in a strong gusty crosswind you should always land with some power and tbh the ballon comes from improper flaring my guy. Raising the nose bc you have excess speed. Sure you can argue when a gust comes, yeah but you should have side slip in by then and if it gusts you way high just ever so slighty lower the nose to stay in ground effect.

[@jimmydulin928]

@@gnobes9677 Yes rudder is for longitudinal alignment. In 1963 in the SuperCub I was taught to walk the rudder pedals dynamically and proactively to nail the centerline. In no wind or in a crab, this kept the wing level at the same time. In a side slip, as you mention, walking the rudder pedals to exactly bracket/maintain longitudinal alignment keeps the wing at the bank angle set for the crosswind at the same time. No, this technique is not commonly used now that most airplanes are nose wheel, but it still works better than wing wagging with adverse yaw. Tell me your student is leading rudder to maintain coordination on short final when a gust hits and he spins that yoke (steering wheel.) I am a CFII with 17,000 hours at 200' or below crop dusting in Cub, Stearman, Pawnee, and CallAir and patrolling pipelines in 172s. Find an old crop duster of pipeline patrol pilot to show you how to angle across from the downwind corner to the upwind thousand feet stripe in a 40 knots direct crosswind. He will get you slowed up a lot and he will jam his thumb under one side of the yoke once you have the wing set. Once slow enough, with full flaps, to get a good sink going you will have make the throttle a dynamic and useful control of glide angle and rate of descent. He will show you how to touchdown in this condition at 20 knots ground speed rather than trying to bang in on at 50 knots ground speed. It won't land at 50 knots ground speed in no wind and 50 knots ground speed in a 40 knots direct crosswind (angling across) is like 70 knots airspeed. Anyway, I never tore a 172 up on the front range of the Rockies in a 40 knot crosswind because it is hard to wreck a 172 at 20 knots ground speed. You sound like you are well on your way to learning a lot about flying. Use your license to learn to get beyond Airmen Certification Standards which are extremely poor total energy management techniques. A lot of 172s are damaged in strong crosswinds and gusts using those techniques.

[@gnobes9677]

@@jimmydulin928 ah I see, your 9000 years old and think no one is better. Well Jimmy, were not flying cubs and doing tailwheel landings, were flying a c172, the most popular plane in aviation and I think if ur way was sooo goooood, people would be teaching it. So clearly its not and the peoper way to side slip it in. Not whatever the hell your talking about.... No offense but times have changed