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must be made to land and secure the WSC aircraft before
the gust front hits, or turn and fl y away from the area as fast
as possible. Never fl y into a gust front. If it looks like strong
winds, it probably is and avoiding it is wise.
Strong turbulence can be created from high winds, wind
shear, rising/falling unstable air, or any combination of
these. As described in the basic fl ight maneuvers chapter,
the pilot should keep the wings and pitch angle within the
manufacturer’s limitations through power and control bar
fl ying techniques. Generally, if the turbulence continues to
increase, fl y back to where the turbulence was less severe
instead of continuing where the turbulence might become
more severe. However, if the pitch becomes too high and
a whip stall occurs, as the nose drops into a dive, the pilot
should push the control bar full forward and apply full
power for the best chance of recovering to normal fl ight and
not progressing into a tumble. The best whip stall/tumble
avoidance is to avoid severe turbulence and keeping the nose
within the manufacturer’s limitations.
High Winds and Turbulence During Takeoffs and
Landings
Takeoffs in high winds can simply be avoided by deciding not
to fl y. However, if a pilot takes off and encounters high winds
or turbulence, high energy should be maintained throughout
the climb and departure.
If it is determined that the winds are too high for landing
at the intended location, divert to another location or
wait until the strong winds subside to land. This is where
the Automated Weather Observation Station (AWOS),
Automated Surface Observing System (ASOS), or radio
contact with other airports can assist the pilot in fi nding an
airport with wind conditions within the pilot’s capabilities
and aircraft limitations.
If the headwind is within the pilot’s capabilities and aircraft
limitations but the crosswinds are above any limitations,
the pilot may need to land on a taxiway or sideways on a
runway that is wide enough, thus reducing the crosswind
component to acceptable levels. Strong winds produce strong
mechanical turbulence on the lee side of objects which should
be considered and avoided during any takeoff or landing in
strong winds.
High Winds During Taxi
For strong head winds during taxi, the nose must be lowered
to keep the WSC aircraft on the ground. Raising the nose
could allow the WSC aircraft to lift off. In any case, the nose
should be lowered completely to keep the WSC aircraft on
the ground. In strong tail winds, the nose must be raised so
that the wind does not get underneath the wing and lift it up
from the back and possibly tumble it forward. If the wing
starts to lift from the back, release the brake and push the
control bar forward to keep the wing from lifting and possibly
tumbling forward.
Strong crosswinds during taxi must be managed by keeping
the wing level or slightly down into the wind so the wind does
not catch it, lift up, and topple the WSC aircraft to the side,
causing signifi cant damage. If the wind pushes down on the
wing, it could pin it to the ground which is the better option.
If the wing does become pinned from the wind, the pilot can
give some throttle and steer into the wind, rotating around
the tip and freeing the wing from the pinned state. This may
cause damage to the tip from scraping on the ground. If the
windward side gets too high and wind gets under the wing
lifting it from the side, all efforts should be made to hold it
down while the front wheel is turned downwind and the nose
raised to turn with the wind and avoid tumbling sideways.
13-16
Figure 13-9. Optional analog gauges for instrument flying: attitude indicator (top middle) and direction indicator (lower left) not typically
installed on WSC aircraft.
different for private pilots for whom there is not a requirement
for visual reference to the ground and the minimum fl ight
visibility is only one statute mile (SM).
Accident statistics show that the average airplane pilot who
has not been trained in attitude instrument fl ying, or one
whose instrument skills have eroded, will lose control of
the aircraft in about 10 minutes once forced to rely solely
on instrument reference. WSC pilots without any instrument
training attempting to use instruments in IMC conditions
would lose control much sooner. No WSC pilot should
attempt fl ight into IMC conditions.
The purpose of this section is to provide guidance on practical
emergency measures to maintain aircraft control in the event
a VFR pilot encounters IMC conditions. The main goal is
　
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