Crosswind Operations

Question 1

What can happen while taxiing in a good wind?

Answer 1

A/C can weathervane into wind
Ground loop
Possible Nose-over from Tailwind Gust

Question 2

Which is better direction to have wind pointing at my aircraft?

Answer 2

Front right, but anywhere front!
Left Crosswind more Dangerous on T/O

Question 3

When your taxiing with a quartering tailwind (in relative terms), what is your goal?

Answer 3

Block wind from going under upwind wing..
Stick to opposite side of upwind wing
Stick positioned downwind (Forward)

Question 4

What side of ‘Berm’ should you taxi on assuming a ‘generally’ Headwind?

Answer 4

Upwind side of the mound in the middle!
Allows upwind wing to be tilted/angled downwards

Question 5

It is ‘very’ hard to taxi when wind is xx% of Vso…

Answer 5

> 30%
i.e. winds of 12kts or more!
[Vso means stall speed in Landing config]

Question 6

At what % of Vso does it become impossible to control aircraft on the ground?

Answer 6

50%
i.e. 22kts
Must suspend flight operations!
I am retired, I can wait…, No insurance

Question 7

What is the worse Taxiing problem to solve with regards to relative wind on my airframe?

Answer 7

‘Left’ Quartering Tailwind…because it wants to weathervane you into a left turn like all P-factors from my Engine!

Question 8

Crosswind estimates with clock method are conservative and work!

Answer 8

30deg off is 30min on a clock: 50% of value
45 deg off is 3/4 crosswind component
3/4 of the Pizza Pie circle.
60 is 90% & anything more just use 100%

Question 9

What does elevator control surface do when we put stick full forward?

Answer 9

It goes down
Elevator moves downward
But only do so when tail wind is >8kts
~Relative wind vs. combo of
Taxi speed & Propwash

Question 10

True or False? Over relatively hard surfaces when wind is less than <8kts I should just keep stick in my Gut?

Answer 10

True
-Keeps weight on tail for tailwheel steering effectiveness
…But, over Rough Terrain, you might lighten weight on tail at times

Question 11

When on Soft or Rough surfaces what should be done with elevator control?

Answer 11

Stick almost Neutral in pitch to reduce weight on tail over rocks, and to reduce amount of debris being blown onto a deflected Elevator!

Question 12

What should you avoid doing while taxiing over soft or rough surfaces?

Answer 12

Avoid Stoping
…as I will require Extra Power to get going may pickup rocks that will damage either Prop or Elevator!

Question 13

Where should stick be in a no-wind condition?

Answer 13

Sucked back in my Gut!

Question 14

Is there more chance to weathervane in a Tailwind or Headwind?

Answer 14

Tailwind
As flight control effectiveness is reduced
with Less relative airflow over Rudder!

Question 15

What insiduous situation occurs when taxiing in a Tailwind?

Answer 15

Get going too fast, then you goto lineup with fuel sloshing in tanks, this leads to Lodcog (loss of dir control on grd)…
Should be consciously taxiing slower when experiencing a Tailwind.
Avoid=
Sudden Burts of Throttle
Sharp braking
Any Excess Speed ‘prior’ to a turn

Question 16

With regards to the wind, what is my consideration for all taxi turns?

Answer 16

Make them ‘into’ wind, even if that is the ‘long-way’ around (space permitting)

Question 17

What can you use to turn on ground against the wind (downwind)?

Answer 17

Full rudder
Power
Brake application (Pas Evident)

Question 18

What danger is there when you’ve been taxiing in 15kts headwind and turn to downwind?

Answer 18

Tail can be lifted and you Nose-over, adding power during turn only aggravates this…
*I will need to reverse my elevator input during this turn…in a timely fashion.
*Just slow down!

Question 19

What direction is the wind trying to veer you during a crosswind takeoff?

Answer 19

In the direction of the wind source (side wind is coming from), due to large tail & fuselage surfaces acting like a weathervane

Question 20

Why do you start a crosswind takeoff with full aileron into wind?

Answer 20

-Because you must never let the upwind wing rise at all…can decrease amount of aileron deflection a bit as you get faster!
-Least control effectiveness a lowest ias!

Question 21

What is the most common accident chain during crosswind takeoffs?

Answer 21

Pre-mature liftoff (slow) followed by a touchdown with drift that causes a high speed ground loop…
Pin it on the ground..longer during X-wind Takeoffs, don’t slide sideways on wet grass!

Question 22

What is my crosswind limit for both takeoff and landing?

Answer 22

I cannot ‘consistenly’ manage Crosswinds above 15kts…on grass…10kts on cement!
Becomes a No-Fly day, read Kindle.
Land sideways…divert!

Question 23

What is minimum crosswind for certification of an aircraft?

Answer 23

10kts or 0.2 of Vso

Question 24

Which side crosswind is the most dangerous on takeoff?

Answer 24

Left!

Question 25

What are the three detrimental things a crosswind is trying to do to me on takeoff?

Answer 25

Weathervane your fuselage Lift your upwind wing Make me slide sideways on wet grass

Question 26

What is the main reason for aileron into wind during a Crosswind takeoff?

Answer 26

To keep wings level or upwind wing just slightly down (err to the downside not up)

Question 27

What is the order of control effectiveness on takeoff? Control wake-up order!

Answer 27

'AER' Aileron Elevator Then Rudder but Tailwheel steering prior

Question 28

Will you always takeoff with some aileron into wind during a crosswind takeoff?

Answer 28

Yes always preload it...or your lacking SA! Ailerons are only relaxed to a Neutral position once 4' above in Ground effect (auto-crab into wind) Make sure you never descend & touch with drift after liftoff on Pavement...

Question 29

What two techniques stop you from skipping sideways during a crosswind takeoff?

Answer 29

1.Keep Upwind wing down (with aileron) 2.Lift tail nice and high (lowering aoa) to increase my ias prior to rotation... (Should Liftoff from upwind wheel...last!) Once airborne tgt 4; agl in ground effect

Question 30

Can it be necessary to use differential braking to counteract weathercocking tendencies during Crosswind takeoffs?

Answer 30

Yes in extremis, a bit of opposite brake Only when <20kts, at higher ias rudder will suffice, gusts don't last...think of B777 tail!

Question 31

What makes the Taildragger want to weathervane?

Answer 31

Vertical stab & large side of fuselage, more pronounced effect on pavement...

Question 32

True or False: Never underestimate even the smallest left crosswind on Takeoff?

Answer 32

True adds to all 4 engine left-turning tendencies! I slid Sideways at Herbs...

Question 33

At what point in takeoff roll would you most commonly use differential braking?

Answer 33

Early, prior to rudder effectiveness Along with full aileron into wind

Question 34

What's the difference between a Short/soft field takeoff and a crosswind takeoff?

Answer 34

Soft/short flown with Tail-Low, Sop ops. Crosswinds put Tail-high, then ~abrupt Vr

Question 35

What additional speed increment should be attained prior to Vr during a crosswind takeoff?

Answer 35

10% Faster than SOP or value of the Gusts, whichever is greater...

Question 36

What are the two most important things to 'avoid' doing during rotation in Crosswind?

Answer 36

Letting upwind wing go upwards, then letting the aircraft settle back onto the Runway with Crab as I stow flaps.

Question 37

Is it acceptable to conduct last bit of takeoff roll on the remaining upwind wheel (single wheel ops)?

Answer 37

Yes, this is acceptable and preferable to any side skipping.

Question 38

Once airborne what do you do with the controls?

Answer 38

-A coordinated turn into wind to Crab! -Fly II to extend Rwy centerline (i.e. Rwy track)

Question 39

Assuming you have Tora available, what flap setting should be considered in a strong crosswind takeoff?

Answer 39

F-0 Or, at least try to use less pull than F3...

Question 40

How can you reduce the effect of a crosswind on takeoff?

Answer 40

-Lineup downwind and point at upwind corner of Runway, or in Greenwood at a point on far-side 500' down the runway! -Offset my takeoff path across the runway by 10-20deg. -As you get going faster all control inputs will become more effective.

Question 41

If my Takeoff is usually done in 500', where should I point my nose in an offset crosswind takeoff?

Answer 41

A point on upwind side of Runway, that is 500' away!

Question 42

What is the problem with doing a turn part-way though the takeoff on grass/gravel?

Answer 42

-Aircraft may skid or chatter during the turn, when turning to parrallel the runway direction (i.e. not good) -Chatter is a small undesirable rapid vibrations... -Only do small turns <20deg to avoid Ground loop and/or excessive Gear sideloads.

Question 43

Elevator does what what when I pull stick in my Gut?

Answer 43

Far Tip of control surface goes up, I have an Horizontal Stab that doesn't move.

Question 44

In gusty winds how much extra speed should I carry before initiating Vr?

Answer 44

Half the Gust or 10% whichever is greater!

Question 45

Why are crosswind landings harder than crosswind takeoffs?

Answer 45

Because you must maintain directional control as Flight controls are becoming less effective with time...

Question 46

Why I should avoid use of slip approach method >200'agl?

Answer 46

-Too tiring, just Crab -Winds can be too strong, but remain fine nearer the surface for the proper technique. -Usually winds will back (less numerical digits) and reduce as you get lower. -Could offset app path into wind 20deg vs. Straight-in with more crab/slip.

Question 47

When an aircraft is airborne it is affected by the relative wind only; unlike on the ground where 2 different winds act upon it...they are:

Answer 47

-Relative wind (due to a/c movement) -Air mass wind (crosswind) ...a/c follows a resultant wind of both component while on ground...

Question 48

What happens to relative wind vs. Airmass winds as aircraft slows after landing in Crosswind conditions?

Answer 48

The relative wind decreases but the Airmass crosswind doesn't, so the crosswind becomes more pronounced.

Question 49

True or False: During a crosswind you need to keep upwind wing down more?

Answer 49

False, you need to keep it from lifting, but you don't want to overdo it and force it down more than 8 inches or so!

Question 50

At slower speeds on the ground in a crosswind you will likely need to use upwind or downwind brake?

Answer 50

Downwind, to counteract weathervaning.

Question 51

Some Sage advice for 'Conventional Gear Pilots'

Answer 51

"Fly the thing 'til it's tied down"

Question 52

Many things can cause initial swerve, but after that, are those centrifugal forces are stable or unstable?

Answer 52

Unstable Centrifugal forces will cause the aircraft to swerve even more!

Question 53

What different considerations is there vis-a-vis a slow ias vs. higher ias potential ground loop?

Answer 53

Consider putting Full Power in the fast case; if slow, always leave idle power.

Question 54

During a fast ground loop, with tailwheel outside of main gear, what can you do?

Answer 54

Keep flying the wing, attempt to stop outside wing from dragging; it's too late for any violent brake applications as wingip is about to touch...jabbing brakes then would make the a/c will flip over or nose-over -Full opposite Rudder -Stick back and into direction of the turn -Mags off if lost it!

Question 55

Max crosswind component determined as % Vso on pavement from a 90deg? and 45 deg off are?

Answer 55

20% Vso 43kts (9kts) 30% if 45 deg off or less... (13kts)

Question 56

Assuming you have Tora available, what flap setting should be considered in a strong crosswind takeoff?

Answer 56

F-0 Or, try to use less pull than F3...

Question 57

What happens if you Brake during a developped high-speed Ground Loop?

Answer 57

Applying the brakes, shifts the center of gravity forward and can cause the tail to rise and the aircraft to tip onto its nose, also known as a nose-over.