Cross-wind landing techniques

Crosswind Landing Techniques

Crosswind is one of the most common training and test scenarios in PPL. Two main techniques and the combination.

Maximum demonstrated crosswind component

• POH limit: each aircraft type has a maximum demonstrated crosswind component.
• C172: 15 kt.
• PA-28: 17 kt.
• DA-40: 25 kt.
• DR400: 25 kt.

Note: "demonstrated" ≠ "absolute maximum". The manufacturer reached this value during certification, but the pilot can land above it with greater risk. In practice the pilot's own limit may be lower, depending on experience and runway width.

Technique 1: Wing-Low (sideslip / slip)

Concept: the windward wing is lowered; rudder keeps the longitudinal axis parallel to the runway.

Pros:

• Touchdown on one wheel first (windward) → stability.
• Clear sight of the runway.
• Textbook standard for PPL training.

Cons:

• More demanding for the pilot.
• Sideforce on ailerons slightly reduces max crosswind component.

Procedure:

1. On final: aileron into wind (e.g. wind from right → yoke right).
2. Opposite rudder to counter the bank-induced yaw → keeps runway alignment.
3. Aircraft flies obliquely — one wing low, nose parallel to runway.
4. Touchdown on one wheel (windward) first.
5. Hold aileron into wind during roll-out.

Slip technique in general — initiation

A slip is fundamentally initiated by applying the ailerons and then stabilised by applying opposite rudder:

• Ailerons in one direction (e.g. left) → bank to the left.
• Rudder in opposite direction (e.g. right) → prevents yaw, holds the longitudinal axis against the bank.
• Result: the aircraft flies obliquely through the air; increased drag and rising sink rate without increasing IAS — used as an altitude-loss manoeuvre on a high approach or as a crosswind correction.

Technique 2: Crab (crab and decrab / kick-out)

Concept: in final approach, correct via heading offset (crab) until just before touchdown, then align with rudder.

Pros:

• More comfortable in approach (no slip).
• Standard in IFR and airline operations.

Cons:

• Timing critical: decrab too early → sideforce, too late → side touchdown.
• Harder for pilots in single-wing training.

Procedure:

1. On final: heading offset into wind, so track follows the runway.
2. Just before touchdown (flare onset): apply rudder to align the nose with the runway.
3. Aileron into wind simultaneously to bank against the drift.
4. Touchdown with the longitudinal axis aligned.

Technique 3: Combination

Standard at many schools:

• Crab on final for comfort.
• Transition to wing-low at flare.
• Touchdown with windward wheel first (wing-low).

Calculating the crosswind component

• Before approach: wind from ATIS, rule-of-thumb table (see Subject 060):
  • 30° to runway: XW = 50 % of wind.
  • 45°: XW = 71 %.
  • 60°: XW = 87 %.
  • 90°: XW = 100 %.
• If > POH limit: choose a different runway, fly to an alternate, or wait.

Landing in gusty wind

In a landing in gusty wind, the pilot should approach with increased speed to protect against sudden drops in wind speed:

• Rule: Vref + ½ of the expected gust differential (e.g. wind 15G25 → Vref + 5).
• If the wind suddenly drops (gust → calm), the aircraft would otherwise stall or sink sharply; with the speed reserve there is enough energy for a safe landing.
• Touchdown still at low speed at the runway threshold, possibly with a little extra power reserve to catch sink rates.

Stall, spin, and spiral dive — distinguishing

These terms are often confused but aerodynamically distinct:

Spin

• Definition: a stall (flow separation) with subsequent rotation about the vertical axis — typically caused by asymmetric stall (one wing stalls first).
• Aerodynamics: the wing flow is separated (fully or partially).
• Controllability: the aircraft is barely or not controllable in a fully developed spin — ailerons ineffective, elevator limited, only rudder works.
• Sink rate: high and nearly constant (no acceleration to Vne).

Spiral dive

• Definition: a steep, banked spiral descent — high bank, IAS rises rapidly.
• Aerodynamics: the wing flow is attached (no stall).
• Controllability: the aircraft is fully controllable — ailerons, elevator, and rudder all work normally.
• Sink rate: very high, IAS accelerates rapidly to Vne — main danger.

Spin recovery — standard procedure

If no other measures are specified in the flight manual, the standard spin recovery (FAA-H-8083-3B, P-A-R-E mnemonic) is:

Order matters: first power idle, then ailerons neutral, then rudder against rotation, then elevator. After rotation stops: pull-out carefully to avoid exceeding g-limits.

Consult POH: some aircraft (e.g. aerobatic versions) have different recovery procedures — POH is binding.

Special cases

• Gusty crosswind: increase stall reserve, higher Vapp (see above).
• Snow / wet runway: braking worse, slip-tear risk after touchdown.
• Narrow runway: harder to centre, practise beforehand.