So basically I should consider gusty landing not that different from the normal landing?
No. It is different but airspeeds for landing don't change. Adding 1/2 the gust speed is "enough" safety margin for MOST conditions.
How my brain thinks of gusty conditions is that my motor responses need to be FASTER and MORE ACCURATE and require much more concentration than a smooth wind day. I am also mentally prepped for a go around at ANY MOMENT which is how every landing SHOULD be, but frankly it's just far more likely in gusts.
What should I have done for the part of my airspeed kept dropped by 10 kts even when I had nose down with higher power setting?
I really had no other idea what else to do when I couldn't keep the higher airspeed with all that nose down and high pwr ...
If the landing outcome is in doubt, go around. Others have covered this but I'll add my story to it to describe a unique trait of single engine propellor driven airplanes like a Skyhawk for a little more info.
I've been microbursted to the runway in a Skyhawk twice. Both times the touchdown rate of descent was 1000' per minute at full power and here's the important part -- PITCHED to what SHOULD have produced Vy.
This is an advanced topic so hang in there with me for a sec. I had to learn this one the hard way twice and I like to share because it can be a lifesaver.
Before I explain though -- if you can pitch down without contacting the runway nose wheel first and the airplane is ACCELERATING, you MUST do so. You're too high for this next phase. Go around, pitch down and increase airspeed and FLY AWAY.
The scenario that happens next when THAT doesn't work is this. If the aircraft is going to contact the runway anyway and is NOT accelerating and losing airspeed, at some point you MUST flare. At least to a level three point attitude in a tricycle gear airplane so you do NOT touch down nosewheel first. This is last ditch effort and nearly an emergency procedure.
You're at full power, the runway is getting closer, and there's three feet left and the airspeed indicator is dropping. This is the scenario an instructor and I were in. The shifting wind from a headwind to a downdraft to a tailwind was happening faster than the airplane could physically accelerate at full power. This CAN happen. It's rare. But it can happen.
The last ditch effort is to PITCH the nose up at full power to something between level and what a normal pitch attitude for a Vy climb would be. For a Skyhawk this is usually "put the cowl on the horizon" for the last few feet of sink. You want the main gear to hit first and absorb the descent energy. And Skyhawk gear will absorb a LOT more than you think it will.
It's essentially a controlled crash. Keep the airplane dead straight with as much rudder as needed (more rudder required with slow airspeed) and hold the pitch attitude. The airflow over the middle of the wing from the prop will provide SOME lift and lots of elevator and rudder authority for control but the wing is partially stalled. The stall horn will likely be on solidly.
Like I said, this is "last second prep" for a controlled but very hard arrival. If the airplane will go around, even if it touches down during the go around, do that. Go around.
But if it won't (and you usually find this out by ATTEMPTING the go around and the airplane continues to settle and airspeed keeps falling, pitch down until almost in contact with the runway surface and then pitch up slightly and hold. And brace yourself because it's going to be a slam.
Hardest arrivals I've ever had in an airplane. If the nose gear had hit first we likely would have lost directional control and/or damaged the firewall and anything attached to the nose gear. The mains can take more abuse.
Now back to normal operations and your questions.
And you wrote about holding until setteling.. so even with strong gusty wind, i just should keep the airplane coming down, descend enough like normal landing, straight and stable, only with a bit higher airspeed? And expect longer landing roll?
Thank you!!
Multiple statements here...
Keep the airplane coming down... yes. You're landing. Down is required without power. If the aircraft is settling too fast power is absolutely required. Sometimes quickly. Same with gusts that change the pitch or bank angle. Respond quickly and smoothly to keep the airplane aligned with the runway, and on a reasonably normal glidepath. If any parameter gets too far out of normal, go around.
Bit higher airspeed... yes. The rule of thumb is 1/2 of the gust portion of the wind report. Adding lots of airspeed makes the airplane not want to land. Too slow leaves you too close to a stall in the low speed portion of the gust. Just a LITTLE faster. Any excess speed has to be dissipated in the flare in order to land with weight on the gear. Remember even below stall speed on roll out the wing is still producing some lift. Any lift means less pressure to the tires and less friction for stopping.
Longer landing roll... not necessarily. You still need to slow down in the flare until the airplane doesn't want to fly anymore. You're leveling off a foot above the runway and waiting for the airplane to land while adding more up elevator back pressure as it slows down. If you time the landing well you can still touch down at normal landing speeds. If you touch down before slowing a gust is likely to add enough lift to raise the airplane back into the air momentarily. You are never finished flying until the airplane is shut off and tied down. If a gust pops you back into the air, you land again. You may also find the airplane has slowed enough that it's going to settle back down too fast. Might need a touch of power. Might get bounced high enough that full power and a go-around is required. The bumpy ride isn't over just because the wheels touched down.
Now... all of the above assumes a certain level of experience. How many hours do you currently have and was this your first gusty wind experience? Some of the things above are best experienced with a CFI on board who can help keep you safe while you learn how fast and how far to manipulate he controls in gusty conditions. At the absolute worst extreme, you might need full control deflection of aileron or rudder and hopefully not elevator, but whatever it takes. At that extreme, you're already past the point where you knew the landing wasn't assured and needed to go around. Or maybe even go to another airport where the winds aren't quite so crazy.
Main rule summarized: Move the controls quickly but accurately and put the airplane exactly where you want it to be. Nose aligned with the centerline, center of the runway, and a reasonable glidepath and decent rate.
If it won't go there, or you can't make it go there, go around. If it will go where you want it do NOT relax at touchdown. Keep flying. Aileron into the wind, elevator neutral, rudder to maintain centerline or get on centerline. The next gust may create movement you need to deal with as quickly on the ground as in the air.
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