touchdown should be only enough to prevent the nosewheel  from contacting the surface before the main wheels have  touched the surface. Most WSC are designed so the front  wheel is higher than the back wheels in this situation, but each  WSC is different. This must be evaluated for each model.  After touchdown, the pilot should reduce the throttle to idle  and pull the control bar all the way to the chest to lower the  nose and prevent the WSC aircraft from lifting off until it  slows below the stall speed. The aircraft should be allowed  to decelerate normally with the aerodynamic braking of the  wing with the nose lowered, and assisted by the wheel brakes  as required.  the ground track in the center of the runway and evaluate if  the landing should be completed, a go-around performed,  or a different landing location selected with more favorable  wind conditions. Many runways or landing areas are made such that landings  must be made while the wind is blowing across rather than  parallel to the landing direction. All pilots should be prepared  to cope with these situations when they arise. The same basic  principles and factors involved in a normal and power-on  approach and landing apply to a crosswind approach and  landing; therefore, only the additional procedures required  for correcting for wind drift are discussed here. Crosswind approaches and landings are more challenging  than normal landings because of the wind drift in the pattern,  crab angles on approach, and generally more mechanical  turbulence for the final approach and roundout because of  buildings and/or trees along the sides of the runway. Since  mechanical turbulence would typically increase as the aircraft  descends closer to the ground, power-on approaches and  techniques for flying in turbulence should be utilized.  Since WSC aircraft typically fly tighter patterns, the pattern  should be modified if the crosswind is in a direction pushing  the WSC aircraft toward the runway. Refer to  Figure 11-24 for the following discussion. The normal or typical pattern  downwind and base for calm winds is shown in blue.  This pattern would also be used if there were an opposite  crosswind from that shown blowing from the runway toward  the base leg. If a strong crosswind (15 knots as an example,  which is a limitation for many WSC) is noticed while fl ying  the down wind or the runway wind indicators show this  crosswind, at “A” the decision should be made to modify  the pattern, making it wider by flying out to location “B.”  An extended downwind should then be made farther than  the typical normal pattern to “C.” This provides additional  distance from the runway for the base leg, which will be at a  much higher groundspeed than normal because the WSC is  fl ying in a strong tailwind from point “C” to “D.” The turn  must be made at “D” to set up for final approach at “E” where  there is a signifi cant crab angle. From the fi nal approach at  “E” to touchdown, the pilot has sufficient time to establish  For strong crosswinds beyond the capabilities of the pilot  or limitations of the WSC aircraft, an alternate landing strip  should be found. This could be another airport or landing strip  that faces into the wind. An option at uncontrolled airports  is to choose an alternate runway or even a taxiway that faces  into the wind. Some of the larger airports with wide runways  make it possible to land at an angle if needed; some are wide  enough to land across the main runway. At towered airports,  the air traffic controller can assist the pilot and provide an  alternate landing area if requested.  Second, if the pilot did not realize the high wind blowing to  the runway until point X was reached, the wings should have  been leveled and a go-around performed without trying to  “make it” back to the runway as shown in the yellow “go- around” path shown on  Figure 11-24. The error chain that led to this accident could have been  avoided at two primary points. First, the pilot should have  noticed flying in a crosswind or indications of a strong  crosswind on the runway from airport wind indicators at  A. He or she should have then widened the pattern into the  crosswind from A to B and performed the recommended  crosswind procedure described earlier. During the downwind leg of the pattern, the pilot does not  notice the strong wind blowing the WSC aircraft into the  runway. From points A to W, the pilot reduces power as  normal but does not crab into the wind and drifts with the  wind toward the runway between points A and W. This leads  the pilot to be closer to the runway when he or she turns  onto base. The pilot turns onto base and is traveling at high  groundspeed and the strong tailwind leads to the pilot passing  the runway centerline normal final approach at point X. From  points X to Y, the pilot starts the turn for final approach late  because of the high groundspeed. The WSC aircraft past the  runway centerline leads the pilot to increase the bank to make  it back to the centerline. The previous errors lead the pilot  into a high bank angle at low altitude pointed down in a rapid  descent. This leads the pilot to apply full power at Y, which  drives the WSC aircraft into ground at point Z. Figure 11-24  illustrates a scenario that includes the effects  and hazards of high wind, referencing groundspeed, high  rates of turn, and power requirements for making downwind  turns in close proximity to the ground.  Effects and Hazards of High Crosswinds for  Approaches and Landings  Crosswind Approaches and Landings  Crosswind Pattern Procedures  11-17