Tailwheel Crosswind OperationsCrosswind Taxiing In a tricycle gear aircraft, taxiing in a crosswind is largely the same as in non-windy conditions except for the yoke control that we are supposed to apply, even though many tricycle gear aircraft pilots rarely bother to do so. In a tailwheel aircraft, our center of gravity positioning requires that we be more active with our control input and rudder control during taxiing operations. This may even require some assistance from a brake to keep our aircraft traveling straight down our intended taxi surface. The weathervaning tendency of the aircraft, if left unchecked, will allow the wind to blow the tail surface downwind and turn the nose of the aircraft into the wind if we did not apply any correction using rudder and/or brakes. In strong winds, it may even become necessary as you taxi straight to “drag a brake” on the downwind side of the aircraft to keep the aircraft turned that direction for straight taxiing. In extreme conditions, taxiing may require that turns be made in only one direction based on the lack of enough rudder or brake to turn the aircraft away from the wind. Due to the weathervaning tendencies of a tailwheel aircraft, turning upwind will be easier than turning downwind which will require a longer turn radius. The aircraft type will determine the level of effectiveness that you may have during crosswind taxiing operations. As a general rule however, it should be noted that if you are unable to taxi effectively in a direction, unless the runway travels in another direction, attempting crosswind takeoffs or landings in that same crosswind that made taxi difficult will make the takeoffs or landings even more precarious. Crosswind Takeoffs Crosswind takeoffs are not greatly different in their needs in a tailwheel aircraft than those in a tricycle gear aircraft. The pilot must be concerned with the wind positioning and strength to counteract the tendency of the upwind wing being lifted leading to a potential wing-over condition in strong winds. This normally corrected by adding aileron towards the upwind side of the aircraft during the takeoff and it is gradually released as the aircraft begins to fly off the runway. Where the primary difference takes place is that the pilot will need to exhibit greater rudder activity in the tailwheel aircraft than in a tricycle gear aircraft since the tail will be lifted off the ground during the takeoff roll and the tendency to weathervane in this condition is greater than in a tricycle gear aircraft. This is largely due to the fact that the aircraft no longer is grounded at three points and will much more easily pivot about the horizontal axis if allowed. When taking off, keep the upwind wing dipped into the wing using the aileron. This will keep the wing from having wind get under it. As this happens, it will require that the pilot to introduce opposite rudder to maintain directional control in a straight line down the runway during takeoff. This condition is similar to the standard crosswind landing correction that most pilots are used to in a tricycle gear aircraft. As the aircraft begins to roll, continue to control the aircraft using rudder and aileron combination as the aircraft rolls down the runway. Upon liftoff, continue to control the aircraft with aileron and rudder corrections. If the crosswind is excessive, many pilots like to turn into the wind slightly if the airport environment allows them to during climb and no longer have to adjust for crosswind corrections. Crosswind Landings Crosswind landings in tailwheel aircraft are where most incidents or accidents in a tailwheel aircraft happen. Tailwheel aircraft, in many cases, simply cannot fly in the same strength of crosswind conditions that the tricycle gear aircraft that most of us are used to can. When flying a tailwheel aircraft, experience and knowledge of the aircraft you are flying are strong considerations when trying to determine if the crosswind you are going to be subject to is one that your abilities can match. During a crosswind landing, keep the upwind wing dipped slightly and correct with rudder to maintain directional stability down the runway during flare and rollout. A crosswind landing is performed as a three-point landing unless the conditions are very gusty. This allows the pilot to keep a wing down, approach at the slowest possible speed, and have less airspeed on contact that will need to be bled off before the aircraft is brought to a stop or into a slow taxi. For gusty crosswind landings a tail-low wheel landing is performed. The three-point landing is performed as in essence a “two-point” landing for a crosswind. This is the result because the aircraft has a wing low position for the landing and the downwind wheel is raised to compensate for the wind. As the aircraft slows down and the wing runs out of flying speed, the second main wheel will fall and the pilot will need to continue to add crosswind controls during the rollout. In both types it is crucial that a zero-sideslip or drift condition be maintained for and throughout touchdown during a crosswind. This is important if the pilot wants to avoid ground-looping the aircraft in a crosswind landing. Another method is to use a crabbed landing and kick-out method. This is a much more complex timing maneuver and should not be attempted unless absolutely necessary or by a highly experience tailwheel pilot. The pilot maintains a crab until just before touchdown and then kicks the rudder in the direction necessary to point the aircraft directly down the runway just at the moment before touchdown. For crosswind landings, a strong consideration should always be finding another airport that has a runway more directly aligned with the wind. Do not think you HAVE to land at the airport you started at. It would be better to find yourself landing into a stiff wind at an airport you will have to find a ride home from than to find yourself wishing you hadn’t landed in a stiff crosswind at your home airport but now have to fix your airplane as a result. |
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| Dodgen Aircraft • 740 Grand Street • Allegan, MI 49010 • Allegan: (269) 673-4157 • info@dodgenaircraft.com | |||||||||
