Landings

 •Required landing distances differ at various altitudes and temperatures due to changes in air density, but the indicated airspeed for landing is the same at all altitudes.

•Smooth, wet, or loose runway surfaces will not allow good braking to occur and therefore increase the landing distance. On a wet surface, hydroplaning can occur which will increase stopping distance. Long grass creates friction which will reduce landing distance.

•A downslope increases landing distance because the runway will be falling away beneath the airplane and braking downhill will not be as effective.

•For each 4 knots of headwind, landing distances can be reduced by 10%.

•For extremely high temperatures (at least 60 degrees above standard for that altitude), increase landing distance by 10%.

•On dry grass the ground roll and landing distance should be increased by 20% of the total distance to land from 20 feet.

•On any runway shorter than 4000 feet, if you have not touched down in the first third of the runway, go around.

•Almost regardless of airplane type, if we come over the threshold at a reasonable height (15-20 feet), we will always touch down 500-800 feet down the runway. We will be down and rolling once we hit the 1000 foot markers and should (with only slight braking) be able to turn off with no more than 1500-1800 feet of runway behind us (Most single-engine aircraft need only 500-700 feet of ground roll).

•When the wind is up to 30 degrees off the runway heading, use half the wind speed as the crosswind component; up to 45 degrees, use 3/4 of the windspeed; Above 45 degrees, assume its all crosswind.

•When operating in gusty conditions, add half the gust factor to your approach speed, as well as your climb speed, to maintain a healthy margin above stall.

•The FAA, safety authorities, and instructors recommend, firmly, scratching a flight if the gust factor approaches 10 knots above the steady-state winds. In other words, a 10-knot crosswind, gusting to 20 is a lot of unpredictability to face.

Crosswind Landings

Landing in a crosswind is accomplished by crabbing into the wind during final approach, i.e., keeping the aircraft pointed into the wind to stay lined up with the runway centerline. Just before touchdown, the aircraft should be straightened using the rudder while simultaneously lowering the upwind wing with the aileron to prevent lateral drifting. The upwind main wheel will touchdown first, followed by the downwind main wheel, then the nose wheel. During the rollout, use the rudder to steer the aircraft and keep the ailerons turned into the wind to keep the upwind wing from lifting. Pilots should avoid braking if possible—or apply less pressure to the upwind wheel brake. If equal brake pressure is applied, the upwind brake will be more effective since holding down the upwind wing puts more weight onto the upwind wheel. The result is the same as using differential braking and will cause the aircraft to turn unexpectedly toward the upwind side of the runway. 

•Also, consider scratching a crosswind takeoff anytime the angle off the runway centerline exceeds 45 degrees with a 10-knot gust (regardless of steady-state winds).