wind correction wings level

[Wayne Galligan]

Jim,

Don Ramsey and I where having this very conversation on the way back from
Lubbock this weekend.  Where the wind never blows....heh!  heh!  Actually
Saturday(some wind late in day)and Sunday there was absolutely beautiful
weather with a light wind blowing out.  I was asking him about how to make
that correction with out losing the wings level.  Seems we both came to the
same conclusion that in order to make the maneuver look right was to roll
adjust all the way through the arc of the maneuver, else I would be on a
different heading due to the crab that occurs before entering the looping
segment.  OR  I could rudder correct going in to the looping segment and
risk a downgrade because of smoothness and a possible change in attitude of
the airplane as it passes through the loop.   In other woods I agree with
you.  I was under the impression that straightening the plane prior to the
looping segment was the way to keep wings level in the arc of the loop but I
have found using the roll correction that you described works best.

Wayne Galligan
  ----- Original Message ----- 
  From: Jim_Woodward at beaerospace.com
  To: discussion at nsrca.org
  Sent: Monday, August 09, 2004 12:39 PM
  Subject: Wind correction / wings level take 2



  Hi All,

  I think discussion about 1 single maneuver will address everything I sent
initially below.  P05, Reverse humpty-bump, 2/4 down, 1/2 roll up:
Scenario.  The wind is blowing 20 mph 90 degrees out.

  1.  Entry;  the plane is flying a horizontal inverted track at the top of
the box right to left, the fuselage is yawed 10 degrees  inward to
compensate for the wind.
  2.  Entry Radius:  Pilot pulls up elevator while simultaneously adding
aileron and rudder to transition the plane to a vertically tracked downline,
fuselage is angled into the wind to maintain vertical track.
  3.  2/4 is performed maintaining track (still angled in to compensate for
the wind)
  4.  Bottom radius:  The pilot pushes around the bottom adding rudder to
maintain track, ailerons to level the wings around the bottom, then opposite
rudder to lean "into" the wind on the upline. (obviously, pilot nor judge
wants to see banked wings at the bottom this maneuver which would result if
no aileron was added due to downline cant/angle of fuselage to maintain
track).
  5.  1/2 roll is performed still angled in somewhat.
  6.  Pilot switches rudder input to still compensate for the wind on the
upline.
  7.  Exit radius:  Pilot pushes out, using rudder to maintain heading, and
aileron to create wings level across the top of the box.  Blended in with
the exit, the plane is now wings level angled "in" to compensate for the
wind, heading into the reverse double I.

  There is a lot of "flying" going on in the 3 different radii of this
maneuver.  The wings/plane MUST actually roll to achieve the various
"wings-level" positions of the: downlines, bottom radius, upline, and upon
exit.  Is this amount of "flying" done in the radii simply addressed in the
wind correction statements like:  "each maneuver must be wind-corrected to
preserve the overall geometry"?

  My contention again is that the plane MUST perform a blended rolling
element during the radii to create a cross-wind corrected maneuver.  I think
the best looking thing to do is move the wings at a rate proportional to the
arc of the radii - thus, you don't "see" a discreet aileron fix.  A discrete
aileron fix at the end of the radii would be a certain queue to downgrade.
I believe I've learned the correct way to fly a cross wind condition, but I
have not heard anyone really discuss the amount or "flying" going on in the
various radii to handle a cross wind condition.
  Thanks,
  Jim W.





  ----- Forwarded by Jim Woodward/BEA on 08/09/2004 01:05 PM ----- 
       Jim_Woodward at beaerospace.com
        Sent by: discussion-request at nsrca.org
        08/09/2004 09:12 AM
        Please respond to discussion


                To:        discussion at nsrca.org
                cc:
                Subject:        Wind correction / wings level




  Hi All,

  I want to bring up a discussion point about wind correction.  This may
seem obvious to some but I want to ensure I have the right picture in my
mind (started thinking about this since Don S. posted his comments about
Q.S. flying wind correction in finals, and confirmed during some practice
yesterday).
  1.  Wind correction is supposed to be done while maintaining wings level.
  2.  You are supposed to use the yaw angle to correct for the wind.
  Situation:  Pilot is flying a square loop ( at center).  Wind is blowing
90 degree out 20 mph.  Pilot fly's past center at a some yaw angle in to
compensate for the wind blowing out.  The pilot pulls a 90 degree radius to
a vertical upline.  The fuselage is canted in to the wind to compensate for
the wind blowing out.  *Point of discussion:  If the pilot were to pull
another 90 degree radius, the wings would become "unlevel" as the plane
reaches the top leg of the square loop.  *Point of discussion:  So, if the
pilot is using the correct technique for wind correction (wind correcting
force being yaw angle), then every time the pilot creates a radius, you
should definitely "see" the ailerons moving the wings through the radius to
ensure that as the radius is finished, the wings are level for the next line
and the fuselage is yawed for wind correction.  Same thing next radiu s;
The pilot adds pitch, mov es the wings,  and adds the correct rudder to
transform the top of the box line to the next downline (wings level, yawed
into the wind), etc.

  *Point of discussion:  We spend a lot of time concentrating on wings level
for normal pattern flying and usually "any" type of aileron or wing movement
is a visual key for a downgrade using the 1 pt / 15 degree rule.  However,
this is false to accurately judge flying on a windy day.  In order to fly in
a crosswind, nearly EVERY radius will have some amount of roll induced (and
necessary) to ensure that the "lines" can be flown with wings level and in
order to utilize yaw as the wind-correcting force.

  That said/ when and how much roll should be used?  I would guess that you
would want to seamlessly input the pitch, aileron, and rudder so that the
plane just appears to go from one wind corrected line to the other
magically.  What is the judging criteria for inputting a roll function in
the radius to ensure the wings stay level & fuselage stays canted (yawed)
into the wind from one wind corrected line to another?  Should the amount of
aileron needed to go from one wind corrected line to another line start and
finish corresponding to the actual duration of the radius?  What if the
pilot only correct s the wing as the plane is nearing the end of the radius,
is this some downgrade because the correction was placed near the end of the
radius instead of "evenly-througout" the radius?

  I'm sure I'm exaggerating this situation and I am purposefully, to
stimulate some talk on the subject.  Again, my contention is that for some
wind conditions, in order to maintain the overall geometry of the maneuver
that there MUST be roll correction during radii to seamlessly move from one
wind corrected line to another, and this roll correction should not be
downgraded.



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