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capability of the airplane.
Figure 8-19. Crosswind component chart.
Common errors in the performance of crosswind
approaches and landings are:
• Attempting to land in crosswinds that exceed the
airplane’s maximum demonstrated crosswind
component.
• Inadequate compensation for wind drift on the
turn from base leg to final approach, resulting in
undershooting or overshooting.
• Inadequate compensation for wind drift on final
approach.
• Unstabilized approach.
• Failure to compensate for increased drag during
sideslip resulting in excessive sink rate and/or
too low an airspeed.
• Touchdown while drifting.
60
50
40
30
20
10
0
Wind Velocity – MPH
20 40 60 80 100
Wind Angle – Degrees
Direct
Crosswind
8-16
60
50
40
30
20
10
0
Headwind Component
10 20 30 40 50 60
Crosswind Component
0° 10°
20°
30°
40°
50°
60°
70°
80°
90°
WIND VELOCITY
Ch 08.qxd 5/7/04 8:08 AM Page 8-16
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• Excessive airspeed on touchdown.
• Failure to apply appropriate flight control inputs
during rollout.
• Failure to maintain direction control on rollout.
• Excessive braking.
TURBULENT AIR
APPROACH AND LANDING
Power-on approaches at an airspeed slightly above the
normal approach speed should be used for landing in
turbulent air. This provides for more positive control
of the airplane when strong horizontal wind gusts, or
up and down drafts, are experienced. Like other
power-on approaches (when the pilot can vary the
amount of power), a coordinated combination of both
pitch and power adjustments is usually required. As in
most other landing approaches, the proper approach
attitude and airspeed require a minimum roundout and
should result in little or no floating during the landing.
To maintain good control, the approach in turbulent air
with gusty crosswind may require the use of partial
wing flaps. With less than full flaps, the airplane will
be in a higher pitch attitude. Thus, it will require less
of a pitch change to establish the landing attitude, and
the touchdown will be at a higher airspeed to ensure
more positive control. The speed should not be so
excessive that the airplane will float past the desired
landing area.
One procedure is to use the normal approach speed
plus one-half of the wind gust factors. If the normal
speed is 70 knots, and the wind gusts increase 15 knots,
airspeed of 77 knots is appropriate. In any case, the airspeed
and the amount of flaps should be as the airplane
manufacturer recommends.
An adequate amount of power should be used to maintain
the proper airspeed and descent path throughout
the approach, and the throttle retarded to idling position
only after the main wheels contact the landing surface.
Care must be exercised in closing the throttle before the
pilot is ready for touchdown. In this situation, the sudden
or premature closing of the throttle may cause a sudden
increase in the descent rate that could result in a hard
landing.
Landings from power approaches in turbulence should
be such that the touchdown is made with the airplane
in approximately level flight attitude. The pitch attitude
at touchdown should be only enough to prevent the
nosewheel from contacting the surface before the main
wheels have touched the surface. After touchdown, the
pilot should avoid the tendency to apply forward pressure
on the yoke as this may result in wheelbarrowing
and possible loss of control. The airplane should be
allowed to decelerate normally, assisted by careful use
of wheel brakes. Heavy braking should be avoided until
the wings are devoid of lift and the airplane’s full
weight is resting on the landing gear.
SHORT-FIELD APPROACH
AND LANDING
Short-field approaches and landings require the use of
procedures for approaches and landings at fields with a
relatively short landing area or where an approach is
made over obstacles that limit the available landing area.
[Figures 8-20 and 8-21] As in short-field takeoffs, it is
one of the most critical of the maximum performance
operations. It requires that the pilot fly the airplane at
one of its crucial performance capabilities while close to
the ground in order to safely land within confined areas.
This low-speed type of power-on approach is closely
　
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