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Path: utzoo!watmath!clyde!cbosgd!ihnp4!inuxc!pur-ee!uiucdcs!trsvax!levy
From: levy@trsvax.UUCP
Newsgroups: net.aviation
Subject: Re: Practical advice from those more exp
Message-ID: <59200009@trsvax.UUCP>
Date: Thu, 13-Dec-84 09:56:00 EST
Article-I.D.: trsvax.59200009
Posted: Thu Dec 13 09:56:00 1984
Date-Received: Sun, 16-Dec-84 04:51:39 EST
References: <159@gcc-opus.UUCP>
Lines: 26
Nf-ID: #R:gcc-opus:-15900:trsvax:59200009:000:1344
Nf-From: trsvax!levy    Dec 13 08:56:00 1984


(from trsvax!levy)

Well, I don't know 'bout the pros, but I'd have read my manual and noted that
the published crosswind component limitation on the 150 (and presumably the
152) is around 16mph. Then I would have considered that Cessna published that
figure for an experienced pilot (to me, that's over 1500 hrs) and that their
figure didn't take into account gusting or turbulence. Then I would have asked
for a different runway.

If I positively HAD to land in such a high, gusting crosswind, I'd probably do
about what you did (i.e. clean and a bit faster than usual) but maybe a little
slower, 'cause a clean 150 in ground effect at 80mph will float forever; and 
it's while slowing before touchdown that gusts can eat one's lunch.

I've seen a technique that involves flying the aircraft onto the runway at
around 70 mph -- no flare or deceleration -- and then romping all over the
brakes, but aside from one try with an instructor years ago I've never tried
it.

Incidentally, the sudden high rate of descent you mention is generally caused
by getting the aircraft out of trim trying to stay lined up with the runway
in a crosswind, aggravated by extra drag when large control displacements are
used. Also, it is possible (I've been told) for a strong gust to
actually blow your ground-effect cushion right out from under the aircraft.