Originally Posted by
A37575
In light singles or twins the crosswind technique should be the same regardless of less or more flap.
Perhaps my choice of the term
technique to describe the
tactic of using less flaps during strong or gusty crosswind operations should be reconsidered. Done!
Simply stated, minimum touchdown pitch attitude must be achieved prior to touchdown. This attitude can be reached with less pitch change in the flare and at a higher airspeed without float when less flaps are used. Rate of deceleration is reduced and, as a consequence, so is the difference between approach speed and touchdown speed as long as appropriate airspeed control is exersized on approach.
Very low airspeed at touchdown, while often desirable in many circumstances, is certainly far less so during crosswind and/or gusty conditions. The slower the touchdown speed, the less control authority is available from the flight controls, so the greater the displacement required to maintain drift and alignment control. It is more likely that full flight control displacement will be reached under these conditions than if the aircraft is touched down at the higher airspeed allowed by the lesser flap setting.
Generally speaking, reduced flaps will allow the aircraft to remain controllable with higher crosswind components than is the case when using full flaps. The actual maximum crosswind component at which the airplane can be controlled acceptably is so largely dependent upon the skill with which the individual pilot employs their chosen technique and tactics that the phrase
Horses for courses as used by
EGBKFLYER does seem apropos!
I would never presume to say that my viewpoint is the only right one. Instead, I simply present my observations, and the reader is free to use them as they might. It is my hope, as always, that discussion of such matters inspires further thought and understanding for all of us.
Best regards,
Westhawk