The pilot was landing on Runway 36 at the airport in Independence, Iowa. After touching down, the Cessna 195 began a slow right turn.
The pilot attempted to correct by applying left rudder and light braking, but the airplane departed the right side of the runway, and was substantially damaged.
The wind was from 100° at 14 knots, gusting to 18 knots, which resulted in a 13.7 to 17.7 knot crosswind component, and a 2.5 to 3.2 knot tailwind component.
Most light general aviation airplanes are limited to a direct crosswind component of 15 knots.
Probable cause: The pilot’s attempt to land in strong crosswind conditions, resulting in his on-ground loss of control. Contributing to the accident was the crosswind that exceeded the crosswind limits of the airplane.
NTSB Identification: CEN15CA203
This April 2015 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
I guess am a old hand at this. but I have been landing twin- Beeches in heavy cross -wind and only ground looped three time and did not break up any of the airplanes. But we used the aileron to help the rudders and stayd on our toes until stopped. happy flying.
Demonstrated crosswind performance is not a limitation. It means that the test pilot was able to keep the airplane’s longitudinal axis lined up with the runway up to that amount of crosswind component. Crosswind component above that, you land with some degree of crab.
Rosco, did you begin your final approach with the words “Y’all hold my beer an’ watch this?” I haven’t the slightest idea what you meant to say. Bam.
Crosswind landings are all about considering the effectiveness of the controls.
The usual procedure of touching down in the slipping attitude is always required. The control after touchdown is rapidly reduced with deceleration. The effect of crosswind against the large aft surface area is trying to weathervane the machine and the slowing reduces rudder authority.
It is very possible to add coordinated thrust for prop blast to reduce the effect of the weathervaning while at the same time using differential braking.
I have landed a Cessna 150 in forty knot crosswind. Angling slightly toward an intersection of the runway to have the touchdown as far as possible on the downwind side of the runway. Maintain power at touchdown up to full thrust.
With that kind of crosswind using full flaps turning directly into the wind would give you almost zero groundspeed so land anywhere!!!
The manufacturer is the design and holder of all basic approvals and then sets those limitations for operation. Established for the average competent pilot not, “R A Hoover” types. True if you go beyond the POH or Operators handbook you are on your own. But, who says you can’t just go-a-round and land cross ways to the runway. I have gotten permission to do so at uncontrolled Unicom fields in the mid-west myself. An instructor once told me that as long as the engine is running you don’t have to land right away. Land if it feels good to you in the seat your pants.
Hey Rosco, i just hope that some green horn pilots
don’t take you advice .
“Most light general aviation airplanes are limited to a direct crosswind component of 15 knots.”
The NTSB ought to know that the tested and demonstrated maximum crosswind component for part 23 aircraft is NOT a limitation.
I know of no regulation that prohibits pilots from attempting landings where the crosswind component exceeds the demonstrated component of the airplane.
Wrong! Of course it’s a limitation based upon available test data. While it doesn’t prevent anyone from conducting landings with crosswinds exceeding the limitation (a recommendation) for a given airplane, such attempts are considered outside the established performance envelope and constitute new test data, i.e. the GA pilot in effect becomes a test pilot and like all test pilots the consequence may mean bending the airplane. Mincing words!
“considered” By who? We landed our “light ga airplane” in a 23kt crosswind just fine last weekend. Bam we just added a new test point and expanded the “considered” envelope.
When a government regulatory board uses the term “limited”, as the NTSB did here, that implies a regulatory limitation that was violated. There is no such thing here and I want people to understand that.
That doesn’t mean it’s WISE to attempt landings with a crosswind component greater than that demonstrated by the manufacturer. It just means it’s not an illegal act.
WRONG! (Paul) Demonstrated crosswind performance (as indicated in your AFM) is NOT a limitation.