Peter's Flight Log

Among pilot circles, Cessnock has a reputation for strong crosswind on its single 35/17 runway. So, it is a good place to study landings, takeoffs, and spacing in circuits.  

In my first flight here, the crosswind so was strong that, first the first time since I did my first landing, my instructor had to take over and do the landing.

But today, the crosswind was relatively light. On hand hand, this was good. It allowed to practice the crosswind techniques without the struggle of the stronger winds. On the other hand, though, I didn't feel very challenged. I'm sure that in one of my near future flights the wind will be much stronger.

Crosswind circuits, a primer

Crosswind circuits are an essential technique for handling situations where the wind is blowing across the runway, not directly along it. This scenario is common and requires specific techniques for safe take-off, landing, and spacing. Let's break down the key elements for conducting a crosswind circuit at Cessnock, using Runway 35 as an example.

Conditions Required for Crosswind Circuits

1. Wind Direction and Speed: The primary condition is that the wind is not directly aligned with the runway. At Cessnock, using Runway 35, a crosswind would come from the east or west.
2. Aircraft Limitations: Ensure the aircraft's crosswind limits, as specified in the Aircraft Flight Manual (AFM), are not exceeded. The Cessna 172, for instance, has a maximum demonstrated crosswind component of about 15 knots.
3. Pilot Proficiency: The pilot must be proficient in crosswind techniques, including proper aileron and rudder coordination.

Crosswind Take-off from Runway 35

When taking off with a crosswind from the right (west), you should use the following technique:

1. Aileron into the Wind: Apply full aileron into the wind (right aileron) to prevent the upwind wing from lifting prematurely.
2. Rudder Control: Use the rudder to maintain runway alignment. Initially, you may need more right rudder pressure to counteract the wind pushing the tail to the left.
3. Liftoff: As the aircraft accelerates and becomes airborne, gradually reduce the aileron input but maintain enough to counteract the wind. Be ready to use rudder to keep the aircraft aligned with the centerline.

Crosswind Circuit Spacing

Spacing in a crosswind circuit needs to consider drift caused by the wind:

1. Climb-out: After takeoff, maintain runway heading until at least 500 feet AGL. This helps in managing any immediate drift caused by the crosswind .
2. Crosswind Leg: Turn onto the crosswind leg (usually at 500 feet AGL), crabbing into the wind to maintain a ground track perpendicular to the runway. This means your heading will be slightly into the wind.
3. Downwind Leg: As you turn downwind, adjust your heading to crab into the wind to maintain a parallel ground track to the runway. For a crosswind from the west, this means a slight left crab.
4. Base Leg: Turn onto the base leg earlier or later, depending on the wind strength, to ensure you don't drift too far from or too close to the runway.
5. Final Approach: On final approach, use a crab or sideslip method to align with the runway. For a crosswind from the west, you might crab right and then transition to a sideslip by applying left aileron and right rudder just before touchdown.

Crosswind Landing on Runway 35

1. Approach: Use a crab to keep aligned with the runway centerline. Maintain this until just before touchdown.
2. Transition to Sideslip: In the flare, transition from the crab to a sideslip. Apply left aileron (into the wind) to keep the aircraft aligned with the runway and right rudder to prevent drifting.
3. Touchdown: Aim to land on the upwind main wheel first. In this case, it would be the left main wheel if the crosswind is from the west.
4. Rollout: Maintain aileron input into the wind throughout the rollout to prevent the upwind wing from lifting. Use rudder to stay aligned with the centerline.

Practical Tips for Runway 35 at Cessnock

• Wind Awareness: Constantly monitor the windsock and any available weather information to adjust your approach and landing technique.
• Visual References: Use visual references on the ground to help maintain your intended ground track, especially during the crosswind and downwind legs.
• Speed Control: Maintain appropriate approach speeds to ensure a stable approach and effective control inputs during landing.

Taxiing in Crosswind Conditions

Taxiing in crosswind conditions can be challenging due to the wind's effect on the aircraft's control surfaces. Here’s a step-by-step guide to managing crosswind taxiing effectively:

General Technique

1. Control Surfaces Positioning:

   • Aileron: Deflect the ailerons into the wind. For example, if the wind is coming from the right, hold the yoke to the right. This helps keep the upwind wing down and prevents it from lifting.
   • Elevator: Adjust the elevator position depending on the wind direction. If the wind is coming from the front, keep the elevator neutral or slightly up. If the wind is from behind, keep the elevator fully down to prevent the wind from lifting the tail.

2. Taxi Speed:

   • Maintain a slow and controlled taxi speed. This reduces the risk of the wind lifting the wings or causing directional control issues.

3. Rudder and Brakes:

   • Use the rudder pedals to steer the aircraft, with differential braking as necessary for sharp turns or additional directional control.

If appropriate crosswind taxi techniques are not used, several issues can arise, leading to potential damage or loss of control of the aircraft. For example, when taxiing without proper aileron input into the wind, the upwind wing can lift due to the wind force. If the elevator is not positioned correctly (e.g., not kept down when the wind is from behind), the tail can lift. 

The flight

As the crosswind in this flight was not too strong, I didn't struggle much with these techniques.

However, there is one area where I pay more attention to: the base leg. As you can see in the video, in more than one occasions, I overshot the base leg. I had to continue the turn to intercept the center line.

The reason for this overshooting is that the crosswind in relation to the runway is tailwind in relation to an airplane moving on the base. Thus, the wind is pushing the plane, increasing its ground speed. In such conditions, it take much less time to fly the base leg than it does to fly crosswind. If you are not anticipating this (which I did, at least not enough), you will overshoot base.