Skyhawk 172/Cutlass 172
Flight Crew Private
Flight Crew Last 90 Days 3; Flight Crew Total 462; Flight Crew Type 314
Situational Awareness; Training / Qualification
Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Weather; Human Factors
Up to this point; I would estimate that the flight had been entirely normal and conducted with a high degree of precision to both navigation and operational procedures. I mention this because it has been my long held belief that by following the rules and regulations to the letter; or as close as my capabilities allow; then there is a wide margin of options in case of error or emergency.As I was nearing 2 miles out or so; Tower asked me to turn to the numbers as #2. As I had the previous plane in sight; I acknowledged and started that maneuver. I was around 100 knots; so I had to slow up to put in the first degree of flaps. I then focused to altitude and bringing the plane at about a 45 degree angle to the numbers on Runway 29. I was thinking of gentle turns so as not to induce any need for cross-control or spin close to the ground. I believe the landing was smooth; and the next thing I remember was that the plane was veering to the left edge of the runway. It was leaning with the left wing low. This was my chief concern as I was trying to get it level; which I managed to do. At that point; I felt I was nearly halfway across the grass to Taxiway Echo. Since a passing plane was well off to the left; I requested Tower to continue through the grass onto Taxiway Echo. They granted this request. I applied enough power; held the attitude so there was less weight on the front tire; and got back onto Taxiway Echo.I believe the whole incident began when I acknowledged direct to the numbers. I had practiced emergency situations like this earlier this year; both with my CFI and once solo; and felt it was within my capability to do so. This might be true under calm winds; but I forgot to account for the crosswind that would already be needed for a regular; straight-in landing. This poor decision making was my first error. Then; even though I slowed the plane down for the first degree of flaps; I became so focused on directional control and landing that I made more mistakes; which led to the mishap. First; I never added any more flaps; as my mind focused on making the runway. It was NOT an emergency landing without power but one with power. Second; I forgot to account for the basic cross-wind once I was close to the runway. I was just focused on reaching the numbers. I believe this can be summarized by saying that I was NOT in my normal; stabilized approach. My thinking appeared as if I was applying what I learned for emergencies into the situation when I was still at full power. Thus; it is highly likely that I landed at a higher than usual speed with mis-configured flaps and the wrong cross-wind configurations. As I departed the runway; my major concern was to avoid flipping the plane. At least the decisions after I was already in the grass proved successful in preventing an accident at the cost of a high level of embarrassment.
Cessna 172 pilot reported a runway excursion during landing due to poor crosswind technique.