I didn't land at many big airports, even though I patrolled pipelines across and around them. When tower put me well out on approach, I simply drifted downwind until at a good angle and then turned short final and continued with the apparent brisk walk rate of closure approach. While slow on short final only, they were happy with my getting off at the first taxiway or even at the numbers where there was a displaced threshold and near FBO like Greenville, Texas.

contactflying wrote:MTV, I think the difference is in the type of approach and whether power pitch deceleration takes place on short final going into ground effect. Front Range of the Rockys is a pretty gusty place, especially summer mid afternoon. Everywhere I always angled across in crosswind, always used full flaps, always decelerated on short final (only used long final if sent out there for spacing but gave way and entered final angling into wind close in when possible,) and moved the throttle quickly and more than enough and then adjusted as necessary. Up to angled short final was low level cruise. I couldn't see behind and avoided exposing my tail more than absolutely necessary.

Too much technique, in my opinion, has to do more with what others will think and not what works best.

Granted the only passenger was none in single seat, oil man, or student.

Jim,

I didn’t say it couldnt be done......I said it was easier with half flaps.

Not all of us have superpilot skills.

MTV

What I've been trying to say, Mike, is that the apparent rate of closure approach is easier in any wind condition but especially in strong crosswind conditions with gust spread. The normal wind advantage is being able to use the throttle as a rate of descent control all the way to touchdown. The crosswind advantage, especially extreme crosswind, is that there is far less danger of running out of rudder and there is far less danger of a go around becoming necessary and there is no concern about where to go next and that the extra headwind component actually decreases groundspeed rather than the opposite.

I have had no problem whatsoever teaching the technique to those pilots willing to give it a go. I certainly don't force anyone, but the simplicity and effect tends to impress pilots with the ease of getting out of a difficult situation that comes up from time to time. Yes, the approach style has to be default to make it comfortable in difficult conditions. The condition, crosswind with headwind component, helps more than hurts using this approach. Angling into the crosswind gives even a 90 degree crosswind a headwind component.

While the technique might seem more attractive to those who have to work in the heat of day in the wind, those who have the option of avoiding wind find it comforting to have an option for unplanned wind conditions.

Again, like all of safe maneuvering flight techniques, they are not difficult...just different. I do not have superpilot skills, nor are they required. I just have had the opportunity to experience these techniques over many hours and iterations and years in all wind conditions. The only reason pilots have discomfort with them is again, "what will other pilots think, say?" Reprogramming muscle memory comes with any change in technique. That is why I started primary students with these techniques first and they had fewer problems than their peers, both with SMFT and PTS techniques.

If I could only be greeted as an alien from a galaxy far away, my techniques might be considered less boisterous. I have always been loud and obnoxious, which doesn't help. I've tried to tone that down in light of another prominent person even worse than I am.

I very much appreciate your critique, Mike. It ties me to reality. I have actually spent very little time in the normal pilot world. And I feel much more secure with an adult in the room. I do trust you and take to heart what you have to say.

I just thought of an advantage of gusts for pipeline pilots who spend long hours in the heat without air conditioning. They keep you awake because you have to move the throttle a lot on approach. In strong headwind component conditions without gusts I have actually inadvertently stopped forward motion, groundspeed, while still on short final. We don't want the apparent rate of closure to increase to faster than a brisk walk, but less than a brisk walk is OK. Just don't go to sleep and stay out there, the wind might quit, as Mike says.