MAX X WIND Landing! 25 Knot Crosswind | Piper Warrior HOW TO

In this video we'll take you through making a crosswind landing in a Piper Warrior. We don't recommend you try it in as much wind as we did! We had a 90 degree crosswind @17 knot Gusting to 25 Knots. Check out the crosswind landings course online at FLY8MA.com!
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-Jon

[@outwiththem]

Great video again. I used to teach strong winds touch and goes. Other CFI's used to cancel the lessons. Good students like to practice strong crosswinds instead of been sent home frustrated..

[@dopefiendlarz133]

Jon is my kind of CFI. I wish I had had a guy like this when I started my instruction. My first teacher was a very bad experience. He would mutter obscene comments about american"s especially women. He always had alcohol on his breath and horrible BO. Much of the time he would not offer any instruction at all except for a "figure it out". Finally after wasting about $2500 of my money I got an instructor more like Jon. Ivan (my first CFI) nearly made me give up. Everyone I have met in aviation since then has been ace.

[@CFITOMAHAWK2]

Report the arsehole to FAA. Dont take it.. There are some crooked CFI's there. But the dam cowards do nothing.

[@feetgoaroundfullflapsC]

I fired my first CFI too. He let me fly for miles and miles straight and level that got me bored. Only did four fundamentals first 4-5 hours.. Thats it. I remember on last flight he made me climb in circles to around 10,000 feet to do steep turns on the Piper.. That area was transited by airliners going to the busies airport in all Florida and i could see the logos of the Pam Am 707's easily. The idiot only smiled at 10,000 feet while I was thinking WTF we are doing here. A pilot told me not to fly with the imbecile any more, and so I did. Next CFI taught me stalls, GRM and emergencies quickly in 3 hours.. I soloed at 10 hours on a busy class D at 17 years old doing touch and goes between twins and singles doing same. Dont put up with bad CFI's. If you are a coward on the ground, you will be the same during emergencies..

[@charliekerscher6322]

Jon, thanks for the great video. Your skills amaze me. I really appreciate all that you do for us in GA especially us students

[@fly8ma.comflighttraining199]

Glad it all helps! Fly safe out there!

[@skexuss]

i think I have learn more about cross wind landing in this ten minutes ish video than I have in my six months pilot training..... thanks for the upload and great job. ! cheers.

[@horacesawyer2487]

Excellent! Interesting to watch the left main as the stresses try to twist it

[@loveplanes]

Simply Amazing!!! Thanks a lot!!!

[@Coops777]

Great video! I was amazed at how so many pilots did not use this technique at Oshkosh 2022 during the gusty crosswind arrivals.

[@fly8ma.comflighttraining199]

Glad it was helpful!

[@KevinW8BRY]

Thanks Jon for the video. Just going through the flying in the wind part of your ground school and this one helped to let me better understand it. Keep up the great videos.

[@fly8ma.comflighttraining199]

Cool! Keep on working on that ground school! Have fun and be safe!

[@amoncosta5778]

Great video, thanks Jon.

[@CruisersCorner]

Great video I appreciate all your hard work making these videos! Love all the angles!

[@fly8ma.comflighttraining199]

Glad you like them!

[@pilotactor777]

Nice refresher . Thanks.

[@jamescoker9545]

Awesome video!!

[@stanspiper]

great video Jon. as usual

[@fly8ma.comflighttraining199]

Thanks! Fly Safe!

[@MrAlwaysBlue]

Cracking!

[@MichaelPareda]

Awesome 🎉

[@YPRflorida]

As a CFI. These videos are super informative. Had 23-24 knot crosswind the other day on Cessna 172. May I say it was a challenging experience for my student and i. haha

[@fly8ma.comflighttraining199]

I can imagine lol but happy to hear ya guys made it through

[@FWDSlip]

Awesome video Jon, appreciate the effort :)

[@fly8ma.comflighttraining199]

Thanks!! Feel free to share it around a bit!

[@elonjun3327]

Thank you for the video! This was a good lesson for me, I'm struggling with my crosswind landing and this was so helpful for me!

[@fly8ma.comflighttraining199]

You're very welcome!

[@williamsalvaggio4621]

👍👍👍👍. Great video Sir!!!! ✈️✈️✈️✈️🇺🇸🇺🇸

[@fly8ma.comflighttraining199]

Much appreciated!

[@backkraken9005]

Awesome video... any chance you could put a camera in the left seat; student pilots POV?

[@sufysprojects2689]

fantastic I really enjoied that!!

[@fly8ma.comflighttraining199]

Glad it helps!

[@sun450]

What a fantastic lesson... really brought to light what to do in a stiff crosswind....thank you ,thank you. THANK YOU.....

[@Danny-ml9vx]

Well done thank you

[@fly8ma.comflighttraining199]

Happy to help!

[@dariuszgrodzki1812]

It’s a great video by why would you land or even attempt in the 20 kts crosswind When airplane Max crosswind component is 17 ?

[@heyopey]

base to final looked like you where overshooting a bit....going around is never a bad idea thanks for the video

[@francescozannini2581]

with such a valuable bunch of infos and well made commentary the only thing to do is to hit subscribe

[@fly8ma.comflighttraining199]

I appreciate it!

[@Chrisovideos]

Excellent example of not worrying about greasing it, just make a safe center line landing in tough conditions and pat yourself on the back. Pilots should practice this regularly. Similar to you, in these conditions, at 1/4 mile to go I do a "check and see what you are dealing with maneuver" and straighten out. So many newer pilots seem to (IMO) straighten it out way too early. You never know the "true" wind conditions until you are almost there. After checking on short final to see if you can actually straighten out, I fly crabbed until just before the flair. In winds like you were landing in I would use 10 degrees of flaps (Piper 140) and since you are inducing tons of drag in the slip I keep some power in until touch down. In a low wing, it (the wind) almost always settles down substantially as you are close to touch down within a few feet.

[@jazzman5598]

Fine rodeo!

[@Vondoodle]

Cool I’m looking forward to doing this in a decent crosswind how much rudder did you use. Great channel

[@fly8ma.comflighttraining199]

On the approach I had full rudder in to keep it centerline.

[@oldglory1944]

Ailerons: The largest control surface on the plane. Ailerons: The least inderstood, most abused control on the plane. Ailerons; 1) provide roll, to bank to turn. 2) provide roll to bank, to control x wind drift over the runway. 3) provide YAW to aid directional control on roll out, as the wee rudder stalls out.

[@stevendeleglise8301]

Very nice video!! I'm just wondering, why do you de-crab so early? I believe that the asymmetrical flight is not as comfortable to stay in for several reasons and I learned to de crab right at flaring. Thank you:)

[@feetgoaroundfullflapsC]

You better have the Crosswind Slip well established before the flare, I do those 25knots landings too. Change to the Crosswind Slip at around 200 feet agl. Ng to wait to end to put airplane in crosswind control position. I dont wait to the end to adjust the slip and the flare at same time. Only low to the ground engine jets like newer 737's need to land on a slight crab to avoid engine strikes. All others can do The Crosswind Slip and avoid tire and landing gear damages..

[@alessandrostruppa4069]

How would you correct for the situation shown at the very end of the video? Full power and go around?

[@emergencylowmaneuvering7350]

You can use flaps normally until final, then take of the flaps (slowly) on final leg. Easier to do and safer to do the turns with flaps. The Flaps up on final method. Raise the flaps just like you do when practice engine fails on final ( Do you practice those?). Nose is down with flaps down so it will accelerate when you raise the flaps. Done up to 30 knots on cherokee 6 with the flaps raise the flaps on final. Done with right crosswind is easier for me. Left crosswind landings need more right rudder due torque in the flare..

[@mattbasford6299]

This past Spring, I landed our 172 with 20 guating to 39 40° off the nose. It was an adventure

[@kevinglazier8950]

This past weekend I was faced with very similar circumstances in a 172. I was so proud when I touched down

[@mattbasford6299]

@@kevinglazier8950 my son, who was a post solo student, was in the right seat. He was impressed

[@feetgoaroundfullflapsC]

Have land Cherokees with a 30 knots constant. After a charter flight that paid very well. Owner was watching. No damages.. Here are some tricks.. 1-Plan before the approach- Plan to use over 3,000 feet of runway to stop it well due you cannot brake much with a strong crosswind pushing you. If you brake hard, its like hydroplaning the tires and a sudden LOC accident to happen. Wind will push you out..Your fault for using hard braking on a strong crosswind landing. The Approach- Safer if normal flap use until final. And easier too. Safer to have normal flaps until all the dangerous turns on high winds. Specially those base to final turns with a tailwind on base with no flaps on and low due no flaps lower approach. On final, i keep the Vgl and take off all the flaps for the landing. On Final- Flaps up on final At Vgl of 70 knots then you use the Forward Slip instead of flaps to increase angle of descent if need so. Around 200 feet agl, do the Crosswind Slip but expect the angle of descend to increase due that happens on any kind of slip done on strong crosswinds. Dont depend so much on the power, make it go down to beginning of runway with power off. Power makes you have torque and keep you up longer in air when you want to put it down at beginning of runway instead and can make you overshoot runway at end. Touchdown-- Do the Crosswind Slip to the first few lines, increase the aileron and rudder as needed but leave a few degrees of CRAB until touch down. Why?? Due when you touch down on tricycle landing gear, the rear tires touching down will try to pull nose straight and delete any wind correction angle you need when tires are still too light on runway. As the wind correction angle crab you have is taken out, YOU WILL SLIDE DOWNWIND, as the video shows. After touch down, you dont have banking towards wind to fight the slide off you might get from 30 knot crosswind, so you MUST HAVE SOME CRABB INSTEAD.. take off the crab with the rudder trim help as you slow down.. Feel those pedals well or lose control. Tricks to stop safer--If landed too long, or been pushed by wind, cut the mixture and turn to the wind on taxiway or to the grass, if.. A turn into the wind with ailerons toward it can be done at higher than normal speeds and the accident averted. Once i had to land a Cherokee with a storm a mile from runway. and a maybe 40knot gust lifted my right wind and tire.. I turned it towards the wind and stopped on grass. No damages.. Put taxi flaps to lift the wings and got it out of the grass. Had to wait on taxiway with engine off for storm to pass. Avoid strong tailwind turns on ground. Use the proper wind correction always. If you put the controls wrong you might help the wind push you or flip you over (Your Fault). So when turning tailwind specially, neutralize all flight controls until you are sure you are going to put them right. Yes you can fly non LSA's GA airplaned in 30 knot winds but you have to know how to do wind correction well or DONT DO IT.

[@louisspringer8469]

You are not landing with a 30 knot direct crosswind.

[@outwiththem]

Tailwind Turn? Better bank to base at 40 degrees with 10 flaps (Over the Vglide, of course), then reduce it to 30 on base because not overshooting. Initial mild turning is the main cause of overshooting the final leg alignment, OR... They apply too banking, too much rudder, or too much elevator turning base to final, and.... stall.

[@GudmundurAlfredsson]

I do not use flaps in crosswind landings in high wind.

[@chuckmartin5773]

I seem to be struggling with crosswind landings in the 172. I fly out of KDDC and 95% of the time winds are 15-19 with gust up to 25-30. There have been a few times where there was some side load and one of the mains would slightly come back up with some screeching after touchdown. I try to think back and cant pin point the issue on those landings. I assume its my crosswind controls after touchdown and not "flying" the airplane all the way to parking?? Or just letting the airplane settle down to the runway too soon with too much energy?? Any pointers would be appreciated.

[@AlvaroALorite]

Looks almost as good as FS 2020

[@degui1224]

Whe you toched down you went full ailerons into the wind immediately. Would this be safe in all airplanes? Or would you gradually introduce them in as tou slow down at higher approach speeds?

[@fly8ma.comflighttraining199]

Yes, you want to apply full aileron input into the wind once you are on the ground so you do not get picked up by the cross wind. You steer the plane with rudder input not your ailerons.

[@ianutube22]

What’s the difference between a slip-to-land configuration and a strong crosswind configuration with opposite rudder + aileron dipping upwind wing?

[@robertmackay4613]

Wind. If you want a more complete answer forward slips are typically performed at a steeper dive angle since the idea is to lose altitude in the shortest forward distance. Cross-winds corrections are much more flat in their approach and are flown at a slightly higher than normal approach speed. But pilots all have slightly different methods so the difference is less pronounced.

[@matiascreus9057]

perfect!!! now with 36 to 40knots.... ajajja

[@TheAnirude]

If the runway is long enough, I would come in with flaps 1 or even no flaps.

[@muhammadsteinberg]

Exactly!...1 notch max for anything over 10kts. Instructors seem to have this fixation of teaching the need for flaps on every landing. ATIS, ASOS, AWOS or even the current situation in the pattern is helpful on what the winds are doing. No flap landings in crosswinds are so much easier.

[@bhc1892]

@@muhammadsteinberg Or just come in with full flaps and dump them over the runway. kzbin.info/www/bejne/l3nIo2lvn8SJgZI

[@feetgoaroundfullflapsC]

@@bhc1892 -Cut the flaps over the runway to cut the lift on the flare. Here is another video doing it. https:

[@outwiththem]

If tailwind on base, better turn 35-40 degrees of bank from beginning to avoid that steep turn turning base to final.

[@outwiththem]

Yep, then reduce it to 30 because not overshooting. Initial mild turning is the main cause of overshooting the final leg alignment, OR... They apply too banking, too much rudder, or too much elevator turning base to final, and.... stall.

[@StephenRoseDuo]

2:07 47 degrees of bank to correct an on final is a sure way to play with an accelerated stall spin accident.

[@bhc1892]

Not really. As long as you don't pull back on the yoke, any bank angle is fine. What does kill people is stepping on the rudder because they are afraid to overbank.

[@StephenRoseDuo]

@@bhc1892 time you're in the practice area go try what you just said and let us know how it goes

[@bhc1892]

@@StephenRoseDuo What would you like me to try?

[@StephenRoseDuo]

@@bhc1892 try to maintain coordinated level or 500fpm descent flight at progressively higher bank angles and tell that you won't pull back on the yoke. (Something tells me you'll find it impossible after 20-25 degrees of bank)

[@bhc1892]

​@@StephenRoseDuo I teach students to release backpressure, and let the nose drop, while banking in the pattern. Not to maintain altitude. The two things you've asked me to do are mutually exclusive at approach airspeeds. If someone is too low to accept the altitude loss needed to safely complete a turn, they need to go around. I already have several videos on my channel where I use this technique - the steepest I was able to find in a quick scan is in the "crosswind record" video I uploaded in April 2020. I'll record a steeper one for you this weekend, but I will not accept your challenge to maintain altitude because I do not want to perform an accelerated stall in the pattern.

[@EphemeralProductions]

I assume that by "VX" he means takeoff speed and "VY" is cruising speed?

[@9M-RAU]

tall32guy Vx is the speed that gives you the best angle of climb, usually used to clear obstacles after takeoff. It gives you the most altitude over a given distance. Vy is the best rate of climb speed, that gives you most altitude in a given time. Hope that helps!

[@tarashedenhelm4232]

Noce

[@philbrammer3632]

Other bloke in pattern: "you in the pattern for 5" ..FLY8MA" Yep.. hold my beer". jokes aside very good vid, thanks. Subscribed.

[@migustatu]

Are you a private pilot instructor?

[@EphemeralProductions]

Yep. that's where he gets this know-how. And plus he was a commercial pilot for a while . LOL

[@nattinotti6934]

On a first turn to final you were not aligned with the runway. My POH says "Complete the turn to final on an extension with the runway centerline ..."

[@nattinotti6934]

Also, worth mention you want to use .5 gust factor to add to your airspeed on final, (unless I missed it). Else - good stuff, thanks.

[@dub1388]

Max crosswind for the Warrior is 17 knots right?

[@hulio101]

MatD13 “demonstrated” is the key word in the poh :)

[@fly8ma.comflighttraining199]

Max demonstrated is 17kts...depending on experience and skill you might consider decreasing that accordingly.

[@AbcDef-yo5tm]

FLY8MA.com Flight Training LoL

[@Pilot-ud3yj]

Yes it is and that will be the figure the NTSB will use against you when you stuff it in as the 25kt gust slaps the tail and chucks you off the runway.

[@513james513]

Max crosswind is 17 knots without any wind corrections. It's in regards to side loading the gears. When you use a side slip to land like he did, you negate all of the side loading, so the max crosswind for a warrior is really until you run out of rudder, like he almost did on the second landing.

[@vasama]

I prefere an steep approach, it's safer. Moab, RWY 21, ASOS: Wind 250, 30 kts, gust 47 kts (!), impossible to make an U-turn on RWY, wind angle can be seen by the dust on the RWY: kzbin.info/www/bejne/iZWomaCIo8eUn7M St. Pete, Wind 220°, 16 kts. gust 26 kts, small RWY. kzbin.info/www/bejne/Z2jUnYtrqch2oas

[@teampenske17]

As I understand it you are very unlikely to spin in a slip. A skid yes. But in a slip your raised wing will stall first due to being deflected away from the relative wind. If a stall occurs in a slip the raised wing will roll back and directional stability will yaw or weathervane the airplane back to coordinated flight. This is all dependent of course on the pilot coming out of the slip and reducing AOA as the stall occurs. I remember doing cross control stalls during my CFI training and we discussed this on the ground beforehand.

[@marcelodacosta8090]

I did 34 knots.... Very scare!!!!

[@feetgoaroundfullflapsC]

You can use flaps until short final, then cut the flaps with nose down, just like you do when practicing engine total fail on final. You use the flaps like on a normal approach for safety and more control, then cut them at about 200 feet agl to flare without floating as much and more control on the flare.. Done that since 1994. Practice engine dead on final with flaps full, then cut the drag flaps to reach the runway. Most in USA cant to do that.

[@bhc1892]

Great technique. Three different CFIs shared this with me, each thinking it was a "secret" lol. Been using it for years. Just uploaded a video of me using that technique to land in a 30g39 kt crosswind. Then youtube recommends me this. Sad to see this given as instruction.

[@feetgoaroundfullflapsC]

@@bhc1892 Thanks. Is that you on the video landing with that strong crosswind on the Bonanza? Nice cutting the flaps on the flare. My CFI have a video of him doing Turnbacks to Opposite Runway with 16knots crosswind/tailwind and landing with the 16 knots tailwind on a 4,000' runway using those tricks and Bush Pilot tricks too.

[@bhc1892]

@@feetgoaroundfullflapsC Thanks. Yeah I'm flying the mooney, not bonanza. Turn backs are a lot of fun. I've done a bunch in various wind situations, but never that much tailwind. Sounds like you had a good cfi. Mine was the same way. I respect the cfi in this vid for pushing his own limits but I'm glad I didn't learn from him. I'd have ended up a nervous nancy pilot, going around anytime a bird passes gas within 100 miles. He was so worked up for this he floated almost a mile lol.

[@feetgoaroundfullflapsC]

@@bhc1892 Mooneys can use that trick named "Cut Flaps In The Flare". They float a lot when lighly loaded and a few knots over Vfinal speed.

[@bhc1892]

@@feetgoaroundfullflapsC In my plane dumping the flaps is equivalent to flying 10 kts slower with flaps (from a touchdown perspective). Flap retraction also causes the plane to pitch up, which is a perfect thing to have happen during a landing.

[@adriannye]

While the crosswind instructions here are good, it sets a poor example to exceed the demonstrated rating and there's not enough discussion of what could go wrong, and how it goes wrong. The conditions were 17G25. You don't know you weren't just lucky and it was just 17k when you landed and during early rollout. I am a CFI and have nearly ended up in the weeds on a wide runway in 23k direct crosswind (using the same technique), and I wouldn't want to repeat that. The touchdown is the easier part - the rollout is where the accident most likely happens. The nosewheel can break if it comes down with full rudder deflection. The side force of the wind on the aircraft can exceed the power to steer with nosewheel, rudder, and brakes and push you off the downwind side of the runway. Also gusts are typically not exactly in the same direction as the steady wind - so they can result in different crosswind components. Yes, you can get away with this sometimes but if you do this enough times eventually you will be calling the insurance company.

[@LUNRRIDJE2024]

Let's talk about Aeronautical Decision Making for a second with this video. The PIC mentions that "this would be a great time to go-around, BUT I'm going to continue this approach." If you aspire to become a professional pilot, or a respectable aviator, then always go-around. It is a hazardous attitude to continue an approach with any second thoughts about going around. If this were a checkride, the PIC in this video would not meet the standards of certification. Secondly, we can see the aircraft continue well beyond the 1,000 ft markers and extend down the runway for an approximate distance of about 1,200 feet. This would be exceptionally frowned upon at most reputable aviation academies. This video is a great case study in learning from others' mistakes.

[@bhc1892]

First - gimme a break. Go arounds aren't a religion. There was nothing wrong with the approach at that point. Second - yeah you're right about that one. He floated a warrior for 18 sec - that's impressive. I've screwed up my share of landings but if I'm making an instructional video I'm going to keep doing laps until I get a good one.

[@LUNRRIDJE2024]

bhc Saying “go-arounds aren’t a religion” is something that you would never hear at a major airline training center .. btw

[@wdscostarica]

left wheel firts? There is only 2 tech for X-Wing 1- Crabangle 2- Side slip I can not find, or at leats on Google, where says left wheel firts ML, or right, landing . Sorry but I land my Pitts, Dc3, C46, Dc6, 727, 737, E190 AND A320 family in xwind with all wheels at the same time, using sideslip tech. when you do it correctly, the exact amonut if correction makes all wheels landing at the same Time. if you a reference, I wiil love it to have It. Thanks a lot Manrique

[@jrdeckard3317]

Learn to smack the airplane onto the runway during crosswind, rather than try to grease it down as usual.

[@keyworksales6241]

The last thing he says is to never do that. O_o

[@feetgoaroundfullflapsC]

Smack it?? LOL. Yeah right!!

[@muhammadsteinberg]

Obviously you're a troll and know nothing about aviation.

[@tomsapp73]

As always, another high quality video with great education value!! Thanks, Jon!

[@fly8ma.comflighttraining199]

Thanks! Share us with your friends on Facebook and around the airport!