[NSRCA-discussion] Takeoff tech. in crosswind.

Thu Oct 5 03:24:41 AKDT 2006

I've always been able to stay pretty close to centerline of the runway
using full scale (light aircraft) piloting techniques....hard aileron
into the crosswind, I start with some back stick to help keep the
tailwheel traction, opposite rudder as required...a throttle up
immediately after release to approx what Del is saying...then a smooth
power up with gradual release of back stick and the upwind aileron.   

I typically use wing low and opposite rudder on crosswind landings for
the same reason.  (The "Wing low" technique will help you stabilize the
approach early and also determine whether the crosswind is
negotiable...if you aren't running out of rudder it is negotiable:-))
As you probably know, when extreme gusts and crosswinds are
encountered...."pretty" becomes secondary to positive control:-)

Chris White

________________________________

From: nsrca-discussion-bounces at lists.nsrca.org
[mailto:nsrca-discussion-bounces at lists.nsrca.org] On Behalf Of mike
mueller
Sent: Wednesday, October 04, 2006 4:07 PM
To: NSRCA Mailing List
Subject: Re: [NSRCA-discussion] Takeoff tech. in crosswind.

 It's also a lot easier to keep the plane tracking straight on a nice
grass field than most asphalt runways. Mike

"Del K. Rykert" <drykert2 at rochester.rr.com> wrote: 

What works well for me is to quickly throttle up to 1/3rd to 1/2
throttle depending on amount and degree of crosswind component then
smoothly apply the rest of throttle as needed to get your prop blast
working on your rudder till having enough speed to have better rudder
authority. Can't help the occasional loss of track or hitting bumps in
runway at that crucial time..  I ask my caller to place the aircraft and
test role it back and forth couple of feet to see if wheel will be
hitting any big bumps.  Does keep the plane for me under control on
takeoffs and I have flown in some severe stuff...  Canopies were flying
on the flight line. 

    Del

	----- Original Message ----- 

	From: Richard Strickland <mailto:richard.s at allied-callaway.com>

	To: 'NSRCA Mailing List'
<mailto:nsrca-discussion at lists.nsrca.org>  

	Sent: Wednesday, October 04, 2006 4:40 PM

	Subject: Re: [NSRCA-discussion] If you don't score
bytherules....don'tadvertise a rulebook event

	Another thought--sort of related--is the impression on who or
what is in control.  Is the guy or gal flying the airplane or simply
guiding the thing around?  When I get the impression that every movement
is controlled as opposed to pointed and banged, that person will score a
little higher as it appears more intentional.  For the most part(and I
know there are exceptions), the folks who take control from throttle up
on take-off to rollout after touchdown are the ones that win.

	RS

		-----Original Message-----
		From: nsrca-discussion-bounces at lists.nsrca.org
[mailto:nsrca-discussion-bounces at lists.nsrca.org]On Behalf Of mike
mueller
		Sent: Wednesday, October 04, 2006 12:35 PM
		To: NSRCA Mailing List
		Subject: Re: [NSRCA-discussion] If you don't score by
therules....don'tadvertise a rulebook event

		 I think that the run and gun TO method is sometimes a
matter of safety. If you have a heavy crosswind at your back it's best
to get the plane running in a straight direction as soon as possible.
With taildraggers liking to weather vein as they do. When we were
scoring TO's on a 1 to 10 I saw a lot more close calls with the guys on
the upwind flight lines. I do agree that the landings with trike gears
were spectacular. Mike

		Richard Strickland <richard.s at allied-callaway.com>
wrote: 

			Cigarette butts(filters) used to make excellent
wheel chocks.  It was almost automatic to pick one up on the way out to
set the plane down and stick it in front of the nose wheel...  Saved
time...  About the time I sort of got my act together on TOs and
landings, they quit scoring them(or I moved up and they didn't score
them)--CRS disease again...sigh...   With trikes, the cool deal was to
lift the nose wheel, roll along for awhile as the airplane gently lifted
off.  Landing was to wheel on the mains and gently lower the nose-OR
hold it off for a while.  Seems like Steve Helms did some of the
prettiest ones....

			With conventional gear, pretty TOs and landings
are a little more difficult to do well, but I tend to think a guy that
can run it right down the centerline, roll it on and off smoothly OUGHT
to have an edge.  I know this has been suggested before--but a guy who
does lovely TOs and landings WILL make a better initial impression and
the judges will EXPECT a better flight.  The 'gun and go' guys are
shooting themselves in the foot.

			RS

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