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The matter of the unfortunate Fed Ex MD-11
crash in Japan along with my two past customers and buddies for sure; Tom
Leonard and Paul Eaton; had decided to meet up
with
each other along with their lady's in Jekyll Island Georgia where the subject of
crosswind landings furthered the idea and/or timing of this article.
Paul flying his badass looking "zephroized" Turbo Mooney 231 along with Tom's
new glass paneled Mooney Acclaim flew in and landed at the Jekyll Island Airport
(09J) within a half hour of each other. Each found some ferocious crosswinds of
between 70 and 90 degrees right and running 18 gust to 25 knots in velocity. I
had interviewed each pilot about their techniques for such conditions and this
is what each reported:
Tom Leonard
in his Mooney
Acclaim tends to fly the final approach with extra speed; in fact Tom reported
that when his landing runway is long enough such as in this approach he went
into the level off prior to flair at up to 100 kts. indicated, and then allows
the speed to bleed off until the airplane settles in to landing. Tom felt that
in doing that; he was better able to maintain directional control and is better
able to hold a "picture" of attitude longer than if he utilized the crab/kick
out approach to crosswind landings.
Paul Eaton
a former
M20-F driver and now the captain of his Turbo 231 Mooney; N36PE used more the
normal approach speed while using the crab in and kick out technique at least to
short final. Both Tom and Paul got down along with their lady's in tow
uneventfully as you can see by the photo of their "un dented and still with
completely round tires" birds above. But is there a better way to crosswind land
a Mooney? Let's discuss that issue....
In flying with so many pilots as I have in this business; I notice overwhelmingly that improper crosswind techniques along with improper use of the rudder abounds, so let us re-visit CROSSWIND LANDINGS (especially in Mooney aircraft) techniques, and this is not meant to critique the landing techniques of my buddies, but they're like family to me and their Mooney's are the best of the best so I want to help keep them all healthy and well. Here we see Paul's crosswind approach and good landing at Jekyll.
Most Mooney's have only an 18 knot "Demonstrated Crosswind Component"; mainly because that's all the crosswind that they could find during certification of the M20. For many pilot's that I have flown with; it would be best for them to use the 18 knots as Gospel because unless a pilot has learned proper rudder techniques within his or her flying career; they could be endangering themselves should they attempt to land in higher or gustier conditions.
I have personally crosswind landed 2 different Mooney's in over 30 knot gusts and the Mooney is capable of that so long as the pilot has and uses full control of the airplane and feels "qualified" to do so. The first time was about ten years ago at San Antonio International Airport (SAT). SAT's predominate winds are normally out of the south/southeast from the Gulf of Mexico, but once in awhile the main north/south runway becomes too hairy for airliners and thus the need and use of an east/west shorter runway in which everyone was lined up to land that day; airliner after airliner...... The controller did offer me runway 12 if my rollout would end prior to crossing the active in use; that direct crosswinds were 18 occasionally gusting to 25 but there would be no spacing lineup needed; I'd be cleared to land! Well let's see; strong crosswind in a C model Mooney meeting or exceeding MDCC (maximum demonstrated crosswind component), or get sandwiched between airliners at least 15 minutes out. Crosswind or Wake Turbulence? Crosswind! Duh! The controller pointed me toward the runway and announced me number one to land as promised. The problem was that as I was in the flare mode and noticing that I was about to run out of rudder if I asked anymore of it while an earphone blasting controller was yelling to my N Number that winds were now gusting to 35! She sat down just about right or should I say: uneventfully. Taxiing a light C model Mooney in 35 knots is another issue...
The other time was recently at the Castroville Texas Airport (CVB formally T89) when I was demonstrating for a recent buyer how to operate his Mooney. I was in the left seat for that flight. Winds were crosswind direct at about 18 and we took off. Upon landing later; direct crosswinds picked up to gusting 30. My customer is a former military flight instructor with bu-coo military hours, but with enough brains to know that his new Mooney was a different kind of animal compared to his flying experience, and he was happy that I was in the left seat and I'm simply not as good a pilot in right seat as I am in the left. Brain damage? :o) Anyhow; I had known that I could do it in the shorter lighter C model body, so five knots less and the longer airplane should be okay and it was okay. At least my customer Bill Higgins seemed impressed.
THE TECHNIQUE THAT I USE:
1. I make a long wide pattern which allows me to sample the lower winds' direction and velocity. (This is a gage only and does not necessarily reflect what is happening on the surface) but is often a good indicator.
2. A longer pattern assures me plenty of time to make my pattern turns removing the temptation to over-bank in gusty conditions which can easily lead to a smoking hole in the earth; as well as affording a descending picture of what's happening on final and to help determine if the approach should be continued or not. I don't usually use the crab-kick out method, I use the rudder and dip a wing all the way down by keeping the nose straight down the runway which requires a bit more added power, and this accomplishes two things: It shows me a picture of what to expect out of my bird and myself while allowing me to make the proper decision to land or not. I believe that the BEST PILOTS are those that through information gathering abilities in an instant, better and more informed decisions can be made thus lessening the odds of a mishap. Leaving the ground in the first place breaks all kinds of natures laws and the best way to survive nature's hard laws is to stack as many odds in your favor and the only way to accomplish that is to train one's mind to work in that vein. NOTE: If you're really low on fuel (1/4 tank or less) keep in mind that a prolonged slip could cause fuel starvation under certain circumstances although I've never experienced that in a Mooney, but certainly did once in a Cezz 210!
3. Barring any abrupt changes in my
expectations of surface conditions; I do add a few knots to my normal final
flying speeds and that is in case the forward component of the crosswind stops
suddenly or abruptly changes; I have a few knots buffer in there to hopefully
keep airspeeds above stall speeds; so as I explained to Tom that with his
method; an extra 20 or even 30 knots approach speeds should not be to compensate
for a possible halt in the winds, that only the percentage of wind that is not a
direct crosswind should the wind quit cold; only a percentage of that wind speed
would actually affect airspeed. There are downsides to everything and the
downside to Tom's method would be that should a wind shier or downdraft occur
and that pushed the airplane into the ground as is suspected in Japan's Fed Ex
crash at this point; would have you contact the ground at such a high rate of
speed so as to limit the survivability. If one has to crash, it is always
advisable to hit the earth at the lowest possible speed because with each ten
knots of additional forward speed, the odds of being injured or killed rise many
fold. Tom's father owns a huge and very fast record breaking speedboat
so my buddy Tom is used to very quick surface speeds, but perhaps there is a
lesson here somewhere.
* 4,000 hp, 200 gallons an hour*
4. Upon entering the flare, if there is any indication that the airplane is drifting; I go around. Mooney landing gear is stout, but are not designed to take side loads. In a Mooney by the way, I never use more than half flaps when crosswinds exceed 8 knots. Those who use the "get what you get" method of crosswind landing will at the very least place flat spots on your tires necessitating change. Using half flaps accomplishes two things: a. Not as much lift to have to loose upon touchdown. b. If I decide to go around, the trim will not be full back as it is in a Mooney with full flaps extended and you're already at take-off setting. The downside is that your stall speed is a bit higher with half flaps; however you should be able to land your airplanes at any conditions so no doubt you have practiced half flap landings and are used to the few knots extra speed required in order to remain above stall until touchdown. All in all, you get better control at crosswinds with only half flap settings.
5. Anticipation! Only experience can afford
the advantageous advent of anticipation. I was recently set up for landing at my
airport at Zeuhl Airpark in Texas (1TE4) along with my passenger; trusted
assistant and fiancé' Liana Estes.
We had a strong crosswind according to SAT's ATIS
information and the fact that we departed that airport with a strong crosswind
earlier that day. I was explaining to Liana on approach that there was a strong
crosswind and that the airplane would no doubt do funny things as we neared the
ground. As we flew close to the tree tops at the edge of the landing strip, the
Mooney 201 that we were flying began to sink astonishingly rapidly trying to
suck us right into the trees. Ole "zef" was ready for it and I had placed my
hand locked and loaded for power upon the throttle should I require it. It was
required and I pushed up..........way up on power to arrest that instantaneous
descent followed by an instant reduction in power as anticipated once we were
out of that downdraft in order to help ensure a safe and proper landing at my
3,000' turf over asphalt landing strip. I also anticipated the possible downdraft
and/or turbulence created by the rows of hangers on the wind side of the airpark
and I was not disappointed. Again ready with power, it took some power
advancement and calculated control input in order to arrest the higher than
normal decent rate in order to accomplish a decent landing which is what ended
up happening. Flying into an airport with trees followed by a "slam dunk"
approach to use as much runway as possible like mine is, be ready with some
power and heavy elevator or the maneuver may only be a slam without the
dunk, especially if you get a downdraft just prior to touchdown.
Flying in and meeting up at such destinations as Jekyll Island is TOO MUCH FUN to allow for any bending of metal on an improper crosswind landing technique and is truly the finest way to enjoy aircraft ownership no matter how you justify it in your mind otherwise. The world is such a smaller place especially when you own a fast Mooney, and you can make weekend vacations out of time that driving would otherwise not afford. Simply put; FLYING ENRICHES ONE'S LIFE! I doubt that either Tom nor Paul as well as their "significant others" would dispute that.
Tom told me about a Musketeer that landed after them erasing his tires, so the fact that both Tom and Paul got down without incident shows that there are more than one way to land in crosswinds; I just think that my method is better! ;o)
Epilog:
Walter Kuhnel Mooney MSE wrote:
> Hey Rich,
> Thanks for sending me this article !
> I read this a few days ago and it came in super handy.
> Yep, that was today. my wife needed to be in Harlingen tonight, so we left
> GTU around 17:00.
> Man, those winds, the sheer, the turbulence were something else. For a
> while I could not get above 5.5, some strange sheer of wind and some of the
way, I had to go
> with a 25 degree correction, but that's not the reason for my note. It was
> the crosswind landing. I was given 35R wind 18kt gusts 24kt from 060. As
> I'm turning base, tower announces wind now from 080 at 18kt. I'm usually a
> kick out the tail 100 yards from the numbers. On this trip, I decided 2
> hours ago I was going to go with your method, I got to tell you, it worked
> Great !!
> That right wing had to be really close to the ground on touch down and I had
> almost no rudder left and using 1/2 flaps. But man, it was smooth.
> Once again, Thank you !
> Walter
|
Hi Richard,
I honestly believe you
have no idea the people and pilots you have
helped over the years. I've spent over 1,000,000 dollars on my 4 Mooney
airplanes (that number might be low) and travel across America including
the
factory and haven't found anyone yet that knows more about Mooney's and
is
as helpful as you. Id bet my life any day on your advice how to fly my
plane. You are a great friend and wonderful aviator!
Tom Leonard
Hey Tom,
I'm humbled and speechless!
Luv you buddy!
z
Congratulations to Tom
Leonard's son TJ! He just passed his IFR and got his rating. WAY TO GO
TJ. You da man!
TJ attends aviation college at St. Louis University and is majoring in Aviation his desire being to become an airline driver.
TJ beside his dad's "old" Ovation trade-in
for the Acclaim.
TJ's personal Beechcraft Skipper. Mooneyland entrusted to locate this bird for
Tom's son.
TJ's younger flying days. Way to go Tom! You have
succeeded in enriching your son's future by instilling in him the glory of
personal flight!
Formally the "Two Mooney-teers"; Tom and Paul added another Mooneylander to their $100.00 burger fly-ins called "Mooneyland Roundup", soon to be an annual fly-in with all the trimmings from Mooneyland. Only Mooneylanders (Our Customers) will be a part of it. To include guest speakers as well as some of the finest cooking (and eating) on the planet!
Meanwhile; Meet the "Three Mooney-teers": Dmitri (252), Tom (Acclaim) and Paul (Customized 231)
(I think they make dinner reservations under: "the Turbo 3"!)
Fly
safe!
"zef"
You know dats right!
IF YOU FEEL THAT THESE ARTICLES ARE OF VALUE, PLEASE DONATE TO THE CAUSE IN ORDER TO KEEP THESE ARTICLES COMING
Mooneyland highly recommends Tom "TJ" Johnson for any and all AVIATION INSURANCE NEEDS.
www.airpowerinsurance.com *** www.warbirdinsurance.com
Or call Tom Johnson "TJ" direct at: 602 628-2701. Tell TJ to give you the great and personal service he has given so many of our Mooneyland customers. zef said so! CLICK HERE for more information and testimony about
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