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#1
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Crosswind landing control..
All,
When touching down in a crosswind, after the mains and the nosewheel have all touched down firmly and are rolling, would it be proper procedure to apply slight forward pressure to get better steering from the nosewheel? Often, noseweel steering seems ineffective, and this seems to have helped my control on rollout. Any cautions? I have heard about "wheelbarrowing" but is that more of a takeoff issue than landing issue? Under what circumstances would "wheelbarrowing" occur? --Dan |
#2
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Crosswind landing control..
Use the rudder not the wheel... it would be very bad practice to put
pressure on the nose-wheel. Your concern is slowing the plane down to get it to a speed where the nose wheel will be effective, for that you need back pressure and brakes, which is why the mains need to be firmly on the ground to give them the best grip. Dan wrote: All, When touching down in a crosswind, after the mains and the nosewheel have all touched down firmly and are rolling, would it be proper procedure to apply slight forward pressure to get better steering from the nosewheel? Often, noseweel steering seems ineffective, and this seems to have helped my control on rollout. Any cautions? I have heard about "wheelbarrowing" but is that more of a takeoff issue than landing issue? Under what circumstances would "wheelbarrowing" occur? --Dan |
#3
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Crosswind landing control..
I would not apply forward pressure to the stick. I would apply heavier than
normal braking to get more weight on the wheels, and apply back pressure at the same time so the decelleration does not throw more weight onto the nose tire/strut. Heavier than normal braking tends to flat spot tires if the weight is not fully on the mains. Wheel barrowing is a common occurance on landing when a pilot forces the airplane to land before it is ready. Common evidence of wheel barrowing in Cessna's is damage to the lower fire wall, sometimes to the point that day light is seen through the seperation. BT "Dan" wrote in message ups.com... All, When touching down in a crosswind, after the mains and the nosewheel have all touched down firmly and are rolling, would it be proper procedure to apply slight forward pressure to get better steering from the nosewheel? Often, noseweel steering seems ineffective, and this seems to have helped my control on rollout. Any cautions? I have heard about "wheelbarrowing" but is that more of a takeoff issue than landing issue? Under what circumstances would "wheelbarrowing" occur? --Dan |
#4
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Crosswind landing control..
"Dan" wrote in news:1165200901.919197.150950@
16g2000cwy.googlegroups.com: Under what circumstances would "wheelbarrowing" occur? Anytime the plane is rolling too fast, the potential for wheelbarrowing can happen whether it be landing or take off. For me, I do the opposite in my Beechsundowner. After landing, after all three wheels are firmly on terra firma, WHENEVER POSSIBLE, I hold the yoke full aft until the plane slows down enough that the stabilator has no effect on keeping the pressure off the nosewheel (similar to a softfield landing technique). I want the weight to remain on the mains as long as I can so I can prevent the chance of nosewheel shimmy as well as wheelbarrowing down the runway. Allen |
#5
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Crosswind landing control..
"Dan" wrote in message ups.com... All, When touching down in a crosswind, after the mains and the nosewheel have all touched down firmly and are rolling, would it be proper procedure to apply slight forward pressure to get better steering from the nosewheel? Often, noseweel steering seems ineffective, and this seems to have helped my control on rollout. To paraphrase my instructor: The only thing the nose wheel should be used for, is to keep the prop from striking the ground. |
#6
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Crosswind landing control..
Applying forward pressure during the rollout is a bad idea. It can cause a
slew (no pun intended :-) of problems. Just concentrate on maintaining directional control with rudder and let the nosewheel settle in naturally at touchdown . If needed, you should be holding some aileron in for wind correction during this process. Retracting the flaps and holding in some back pressure will help firm your mains. I'm a great believer of not using forward pressure during touchdown and rollout on landings in trikes. Shouldn't be necessary and it's dangerous. Hold back pressure on the rollout. That will increase the pressure on the mains and desensitize the nose wheel. On most trikes its important that the nose wheel be straight at touchdown. Correct for drift with aileron and maintain directional control with opposite rudder. The magnitude of the pressure required to do this properly will also vary during the approach. Just keep the speed a bit higher than normal for the crosswind and fly the airplane. If you do everything right, the nose wheel will take care of itself and be positioned correctly at touchdown. Think of it this way; if your rudder work is good, and your alignment is set up and executed correctly, and your aileron work is good and compensating correctly for the drift, the nosewheel should be just fine. :-) Dudley Henriques "Dan" wrote in message ups.com... All, When touching down in a crosswind, after the mains and the nosewheel have all touched down firmly and are rolling, would it be proper procedure to apply slight forward pressure to get better steering from the nosewheel? Often, noseweel steering seems ineffective, and this seems to have helped my control on rollout. Any cautions? I have heard about "wheelbarrowing" but is that more of a takeoff issue than landing issue? Under what circumstances would "wheelbarrowing" occur? --Dan |
#7
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Crosswind landing control..
There should never be any forward pressure on the yoke/stick during
landing. The yoke is always held back, never pushed forward. Perhaps you mean reducing the back pressure. In that case, yes, it would be proper to relax the back pressure somewhat quicker during a crosswind landing to quickly transfer the weight from the wings to the wheels. Howvever this technique is not really necessary except in the worst crosswind (ie when it exceeds rudder authority). Dan wrote: All, When touching down in a crosswind, after the mains and the nosewheel have all touched down firmly and are rolling, would it be proper procedure to apply slight forward pressure to get better steering from the nosewheel? Often, noseweel steering seems ineffective, and this seems to have helped my control on rollout. Any cautions? I have heard about "wheelbarrowing" but is that more of a takeoff issue than landing issue? Under what circumstances would "wheelbarrowing" occur? --Dan |
#8
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Crosswind landing control..
AL, with the manual flaps, drop the flap handle to the floor..
remember.. those beeches say "do not use maximum braking with full flaps" I've seen more than one beech skip down the runway flat spotting the tires BT "A Lieberma" wrote in message . 18... "Dan" wrote in news:1165200901.919197.150950@ 16g2000cwy.googlegroups.com: Under what circumstances would "wheelbarrowing" occur? Anytime the plane is rolling too fast, the potential for wheelbarrowing can happen whether it be landing or take off. For me, I do the opposite in my Beechsundowner. After landing, after all three wheels are firmly on terra firma, WHENEVER POSSIBLE, I hold the yoke full aft until the plane slows down enough that the stabilator has no effect on keeping the pressure off the nosewheel (similar to a softfield landing technique). I want the weight to remain on the mains as long as I can so I can prevent the chance of nosewheel shimmy as well as wheelbarrowing down the runway. Allen |
#9
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Crosswind landing control..
I think someone else had suggested this, but it bears repeating. If the
flap control and the gear control are far apart, when you touch down verify your fingers are on the flaps, then verify it again, then return them to 'up'. I'd be more confortable recommending this if you could take the landing gear control off the panel and put it in your pocket after you selected gear down at the OM, but. . . In the Mooney in a cross wind I was happy sucking the flaps up when starting the flare, but even after many hours, and the gear control shaped like a wheel and the flap control shaped like a little flap, I want to see my fingers on the flap control before retracting them! Arrows have some airspeed device that commands gear down when you're going slow, Mooneys do not. Also in serious crosswinds touchdown speed was faster than I liked because the Mooney really didn't have a lot of rudder authority -- I'd have one side kicked all of the way in and still not be able to keep the airplane pointing down the centerline. One final thing, and do this only if you're really comfortable with the airplane and know where it's going to touch down. In a strong crosswind, land near the downwind side of the runway with the airplane pointing toward the upwind side. On wide runways, the 70 feet of room you have across the runway means you can gain 5 or 6 degrees less crosswind (Changing runway 10 into runway 10.5 or so), and you're changing some of the crosswind into a headwind. On Dec 3, 10:45 pm, "Andrew Sarangan" wrote: There should never be any forward pressure on the yoke/stick during landing. The yoke is always held back, never pushed forward. Perhaps you mean reducing the back pressure. In that case, yes, it would be proper to relax the back pressure somewhat quicker during a crosswind landing to quickly transfer the weight from the wings to the wheels. Howvever this technique is not really necessary except in the worst crosswind (ie when it exceeds rudder authority). Dan wrote: All, When touching down in a crosswind, after the mains and the nosewheel have all touched down firmly and are rolling, would it be proper procedure to apply slight forward pressure to get better steering from the nosewheel? Often, noseweel steering seems ineffective, and this seems to have helped my control on rollout. Any cautions? I have heard about "wheelbarrowing" but is that more of a takeoff issue than landing issue? Under what circumstances would "wheelbarrowing" occur? --Dan- Hide quoted text -- Show quoted text - |
#10
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Crosswind landing control..
"BT" wrote in
: AL, with the manual flaps, drop the flap handle to the floor.. remember.. those beeches say "do not use maximum braking with full flaps" I've seen more than one beech skip down the runway flat spotting the tires BT Absolutely right BT!!! First thing I do is raise the flaps as soon as all three wheels are on terra firma. It only took me once to "forget" on one of my earlier flights with this plane and talk about skipping / skidding / slipping down the runway. I was real lucky considering it was a wet runway at that, so it really was the grace of God, I wasn't an "incident". Haven't done it since (touch the brakes before flaps up), thats for sure :-). You can also bet I learn from my mistakes. Allen |
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