Directional control after touchdown...

Recently, Matt Whiting posted:

I don't see how you get a 5 kph difference with 18m altitude
difference. The chart expresses the difference as a factor relative
to 1 as it can't give an absolute wind velocity difference without
knowing the base velocity at 1m which is where the chart starts.

[...]

The conditions in the original post is that the winds were 10 kts.
*reported by ATIS*. I don't know how one would translate that into wind
speed at the point of touchdown with any accuracy, but it's a safe bet
that the height of the wing doesn't much matter in this scenario. One can
be factually correct, yet irrelevant.

Neil

In article ,
"Neil Gould" wrote:

Recently, Matt Whiting posted:

I don't see how you get a 5 kph difference with 18m altitude
difference. The chart expresses the difference as a factor relative
to 1 as it can't give an absolute wind velocity difference without
knowing the base velocity at 1m which is where the chart starts.

[...]

The conditions in the original post is that the winds were 10 kts.
*reported by ATIS*. I don't know how one would translate that into wind
speed at the point of touchdown with any accuracy, but it's a safe bet
that the height of the wing doesn't much matter in this scenario. One can
be factually correct, yet irrelevant.

Neil

It all boils down to:

1. ATIS is only a guide about landing conditions.

2. Use every control available to correct for drift and to keep the
plane straight on landing.

3. Use flaps as necessary (you may not want flaps with high crosswinds).

4. You, the pilot, are responsible for controlling the plane until it is
parked and the engine shut down -- not the air traffic controller, not
the weather observer, not the FBO.