Our flight did: taking off was OK, the crossing quick, and the landing ... interesting. The pilot based his landing technique on the width of the St Mawgan runway, meaning that an oblique approach got the wind close to head-on, and the reduced airspeed that allowed something close to a zero-length landing roll.
It's only later, on reflection, that you wonder if it was such a good idea after all.
It is a little disconcerting to be able to see the runway through the passenger windows on finals, but I'm betting that your pilot ran the aircraft straight down the middle of the runway after banging the nose around at the last minute.
The offset approach is generally favoured by bigger aircraft. For we four-seater single engine jockeys, the "wing down" method is preferred. You dip the wing into the wind, then apply opposite rudder, holding this sideslip position even through the flare. You need to estimate the headwind and crosswind components rather quickly, using the information supplied by the tower - as an example, if you were landing on runway 27 at Bristol, and you were told by the ATIS (Automated Traffic Information System* - a recording of the current state of play) "Wind is three one zero speed three zero knots", the wind is 40 degrees right of the runway direction. You would have a crosswind component of around 20 knots, and a headwind component of around 23 knots - out of my depth!
Airspeed is
never reduced for landing, but with an approach speed of 70 knots for a PA28 and a 23 knot headwind, the relative ground speed is a mere 57 knots, which makes it feel like a Harrier landing. The three most important things to monitor during finals to land are, in order of importance, 1) Airspeed 2) Airspeed and 3) Airspeed.
My first crosswind landing remains a memory. I turned from base leg to finals to land on 27 at Filton, at 1500 feet, and about 2 miles out. I lined up perfectly with the runway, then watched it slide gracefully to the right. After I had done it a few times, my instructor said he couldn't understand why my landings were closer to the centre line with a crosswind than without. I couldn't understand it either.
(* You can listen to the ATIS on frequency 126.025 MHz, callsign Bristol Information, or on 01275 475686. These are published contact information. Each update has an identification letter from Alpha to Zulu, and a pilot would call eg "Golf - Foxtrot Golf Whiskey Romeo, aerodrome in sight, DME 10 decimal 9 with information Quebec, request joining instructions Golf - Whiskey Romeo.")
Which reminds me that it's time for a dram. Sl^inte!