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drives the WSC aircraft into ground at point Z.
The error chain that led to this accident could have been
avoided at two primary points. First, the pilot should have
noticed fl ying in a crosswind or indications of a strong
crosswind on the runway from airport wind indicators at
A. He or she should have then widened the pattern into the
crosswind from A to B and performed the recommended
crosswind procedure described earlier.
Second, if the pilot did not realize the high wind blowing to
the runway until point X was reached, the wings should have
been leveled and a go-around performed without trying to
“make it” back to the runway as shown in the yellow “goaround”
path shown on Figure 11-24.
For strong crosswinds beyond the capabilities of the pilot
or limitations of the WSC aircraft, an alternate landing strip
should be found. This could be another airport or landing strip
that faces into the wind. An option at uncontrolled airports
is to choose an alternate runway or even a taxiway that faces
into the wind. Some of the larger airports with wide runways
make it possible to land at an angle if needed; some are wide
enough to land across the main runway. At towered airports,
the air traffi c controller can assist the pilot and provide an
alternate landing area if requested.
touchdown should be only enough to prevent the nosewheel
from contacting the surface before the main wheels have
touched the surface. Most WSC are designed so the front
wheel is higher than the back wheels in this situation, but each
WSC is different. This must be evaluated for each model.
After touchdown, the pilot should reduce the throttle to idle
and pull the control bar all the way to the chest to lower the
nose and prevent the WSC aircraft from lifting off until it
slows below the stall speed. The aircraft should be allowed
to decelerate normally with the aerodynamic braking of the
wing with the nose lowered, and assisted by the wheel brakes
as required.
Crosswind Approaches and Landings
Many runways or landing areas are made such that landings
must be made while the wind is blowing across rather than
parallel to the landing direction. All pilots should be prepared
to cope with these situations when they arise. The same basic
principles and factors involved in a normal and power-on
approach and landing apply to a crosswind approach and
landing; therefore, only the additional procedures required
for correcting for wind drift are discussed here.
Crosswind approaches and landings are more challenging
than normal landings because of the wind drift in the pattern,
crab angles on approach, and generally more mechanical
turbulence for the fi nal approach and roundout because of
buildings and/or trees along the sides of the runway. Since
mechanical turbulence would typically increase as the aircraft
descends closer to the ground, power-on approaches and
techniques for fl ying in turbulence should be utilized.
Crosswind Pattern Procedures
Since WSC aircraft typically fl y tighter patterns, the pattern
should be modifi ed if the crosswind is in a direction pushing
the WSC aircraft toward the runway. Refer to Figure 11-24
for the following discussion. The normal or typical pattern
downwind and base for calm winds is shown in blue.
This pattern would also be used if there were an opposite
crosswind from that shown blowing from the runway toward
the base leg. If a strong crosswind (15 knots as an example,
which is a limitation for many WSC) is noticed while fl ying
the down wind or the runway wind indicators show this
crosswind, at “A” the decision should be made to modify
the pattern, making it wider by fl ying out to location “B.”
An extended downwind should then be made farther than
the typical normal pattern to “C.” This provides additional
distance from the runway for the base leg, which will be at a
much higher groundspeed than normal because the WSC is
fl ying in a strong tailwind from point “C” to “D.” The turn
must be made at “D” to set up for fi nal approach at “E” where
there is a signifi cant crab angle. From the fi nal approach at
“E” to touchdown, the pilot has suffi cient time to establish
11-18
34
US DESCENT
HAZARDO
TYPICAL DOWN WIND PATTERN FOR WSC
GO-AROUND
TYPICAL PATTERN FOR CALM WINDS
PROPER ALTERNATE PATTERN WITH STRONG CROSSWINDS HEADED TOWARD
Strong Wind
Wind
Wind
High Groundspeed
A
B
D C
E
X
Y
Z
　
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