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#1
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Winds on long runways
Another day at Edwards AFB
12 JUL 0928L (1628Z) Rwy 22: 166/5KTS 166/6MPH Cross Wind: 7 KTS Rwy 4: 202/5KTS 202/6MPH Note the different wind directions at opposite ends of the same runway. |
#2
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In a previous article, "Casey Wilson" said:
Another day at Edwards AFB 12 JUL 0928L (1628Z) Rwy 22: 166/5KTS 166/6MPH Cross Wind: 7 KTS How can the cross wind component be higher than the wind? Oh, I forgot that at Edwards the wind has an imaginary component. -- Paul Tomblin http://xcski.com/blogs/pt/ There are three kinds of people: Those who can count & those who can't. |
#3
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Nothing unusual about light winds coming from multiple directions over the
distance of a mile or more. Thermal activity will do that all day long. A good dust devil will caused all sorts of disagreements "Casey Wilson" wrote in message ... Another day at Edwards AFB 12 JUL 0928L (1628Z) Rwy 22: 166/5KTS 166/6MPH Cross Wind: 7 KTS Rwy 4: 202/5KTS 202/6MPH Note the different wind directions at opposite ends of the same runway. |
#4
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"Paul Tomblin" wrote in message ... How can the cross wind component be higher than the wind? -- Paul Tomblin http://xcski.com/blogs/pt/ There are three kinds of people: Those who can count & those who can't. That's classified. They can't tell you. |
#5
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we get that at our airport too... actually more diverse than a 40degree
swing.. I've seen 180degree differences on a 3700ft runway... wind socks at both ends pointed at each other, and the mid field wind sock not agreeing with either.. that means the thermal is in the middle.. BT "Casey Wilson" wrote in message ... Another day at Edwards AFB 12 JUL 0928L (1628Z) Rwy 22: 166/5KTS 166/6MPH Cross Wind: 7 KTS Rwy 4: 202/5KTS 202/6MPH Note the different wind directions at opposite ends of the same runway. |
#6
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I have been wanting to post this experience. I hope it's ok to hijack
this thread since the winds were in fact 180 degrees different on each end of a 4000' runway. My own Cessna 206 has been out of commission for about six weeks due to top overhaul and long annual. I got tired of not flying so I went out with my old instructor in his 172. After 2 landings he told me to let him get out and go fly by myself a while. How quickly I forget how awesome it is to fly! Anyway, the winds were relatively light (10 knots) and the afternoon was hot. On my last (4th) solo landing I had an experience I have not seen before. After touchdown the plane started weather veining into the wind. Aileron up deflection on the upwind side (into the wind) didn't help (and thinking about it, I don't think aileron would assist in a weather-veining situation). I applied full opposite rudder and that wasn't enough. I actually had to apply light braking on the opposite rudder to get straightened back out. I have looked through the archives and not seen much discussion on weather-veining tendencies or techniques. I guess since my 206 is a lot heavier perhaps I have gotten a bit out of practice. Was my brake response correct? It was all I could think of. I was a bit high on final so applied full 40 degrees flaps, perhaps that additional drag added to the cause? |
#7
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"Shawn" Anyway, the winds were relatively
light (10 knots) and the afternoon was hot. On my last (4th) solo landing I had an experience I have not seen before. After touchdown the plane started weather veining into the wind. Aileron up deflection on the upwind side (into the wind) didn't help (and thinking about it, I don't think aileron would assist in a weather-veining situation). I applied full opposite rudder and that wasn't enough. I actually had to apply light braking on the opposite rudder to get straightened back out. What you did is SOP on most taildraggers. A nosewheel hides most weathervaning tendencies with a little side loading of the tires and perhaps a bit of scrubbed rubber. I have looked through the archives and not seen much discussion on weather-veining tendencies or techniques. I guess since my 206 is a lot heavier perhaps I have gotten a bit out of practice. yep. Was my brake response correct? It was all I could think of. I was a bit high on final so applied full 40 degrees flaps, perhaps that additional drag added to the cause? If there is a xwind, there is a weathervaning force. You can first make sure the rubber is firmly in contact with the ground, correct with rudder, add brakes if needed. Power or speed will give you more rudder authority. Whatever is required. A heavier a/c hides the effect at lower wind speeds. A nosewheel hides it too. A tailwheel exposes it all for you to deal with. Get a little light taildragger taxi time in a 10-15knot wind for a review. 25 knots for an exam. |
#9
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#10
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I'm thinking the adverse yaw would only work with downwind ailerons.
"Dale" wrote in message news:me- Aileron up deflection on the upwind side (into the wind) didn't help (and thinking about it, I don't think aileron would assist in a weather-veining situation). I applied full opposite rudder and that wasn't enough. I actually had to apply light braking on the opposite rudder to get straightened back out. Aileron will help somewhat to counter the weather vane....adverse yaw. |
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