Cross Wind takeoff's

[N55CU]

It sounds like you are trying to hurry through a situation you are not comfortable with, hence, flaps, full power, immediate rotation! Learn to fly the plane with a gradual throttle increase, some aileron correction and use the rudder to maintain centerline. As you add power gently take some of the pressure off of the nosewheel and use the rudder and ailerons to maintain centerline.

I also see the opposite with crosswind landings with nose gear pilots as they want to force the plane on the ground. Keep the nosewheel off of the ground as you touch down as that gives you more rudder control and it is a lot easier on the plane. Find a nice wide runway on a calm wind day and practice landing on first one wheel and then the other while staying on the centerline.

Happy flying!

Randy Utsey
RV-7 / N55CU
Charlotte, N.C.

[flion]

I think part of the problem, too, in both situations, is focusing in too close to the aircraft. While you're in the air you're fine, no problem handling the crosswind? I found that taking off required focusing down the length of the runway (hard to do with the nose obscuring your vision) or I tended to swerve all over the place. This was exactly the same thing that dogged my landings as a student pilot, with the accompaniment of my instructor reminding me to look all the way to the end of the runway.

That said, I'm going to chime in with the smooth and gradual folks. My general technique is to keep the nose wheel just off the runway until the airplane is ready to fly and then, once I'm in ground effect, tuck the nose until about 90 knots for cruise climb (mountain airport surrounded by trees; you do not want to go staggering into the air here). At 7000' elevation, I'd say the wheels leave the ground in 500' no flap and I'm over the proverbial 25' obstacle withing 1000'. Very few places require the short/soft field technique and you'll be more stable without it, not to mention taking it easier on your engine.

[Bob Axsom]

No flaps - I only use flaps for landing and I do pull the nose off right away. I apply power smoothly but I go directly to full power. If you don't have trouble with crosswind landings It is surprising that you have difficulty with cross wind takeoffs - they are a non-event. If the wind is really high like 45 mph across the runway I get on the lee side of the runway and point the nose across the runway toward the windward side a few hundred feet down the runway and plan to be off before I run out of cross pavement. Depending on how the wind is carrying me back across the runway I use brake and rudder for correction as required. You need to fly it off just like flying it on for landing doing whatever you need to do to maintain runway alignment control between the side boundaries - don't sweat the centerline in a difficult crosswind situation - until you are flying then you just fly like always.

Bob Axsom

[tmillican]

45 mph crosswinds?? Wow!

I'm curious as to what others have seen as a demonstrated crosswind component that they have been successful with in your RV's (or unsuccessful--although hopefully no one has learned that the hard way).

Please specify tricycle vs. conventional, as there is certainly a significant difference, at least in theory.

Troy

[Kyle Boatright]

Originally Posted by videobobk

I agree with Larry and most of the others. I have never taken off with a strong direct x-wind from the left. Might have to some day, but not looking forward to it... On strong direct right x-wind, I may start a bit downwind of center (wide runway) as I know I may weathervane some. I use full aileron at the start of the roll, slacking off as speed builds. I apply power over maybe a two-second time, don't lift the nose quite as much as normal, and rotate at a slightly higher airspeed, and more abruptly. I don't use flaps. I don't think I have ever seen a strong x-wind without some gusts.

I agree--x-wind takeoffs are harder than landings, at least for me. The rudder has lots of power, but requires a good touch. I try not to use brakes on t/o but sure use them on taxi!

Bob Kelly

Agreed that crosswinds from the left are much more difficult. The key is that if you must takeoff in those conditions, go easy. Get the aircraft rolling, and slowly add power to increase speed as rudder authority increases. If you hammer it, you'll head for the weeds. In nearly 700 hours, I can remember two sporty takeoff's in my RV-6. Both were in strong left crosswinds.

[Tim 8-A]

This is all good info. The cross wind I normally deal with is from the left.
I want to clarify I don't rotate in 50 ft. I just pull the nose gear off at 50 ft.
When doing my transition training my instructor was insistent on never using the nose gear excepts for taxi.(get it up as quick as possible). Same thing on landing keep it off until slow roll.
I went out to the field this morning unfortunately no crosswind to practice with but I did try gradually applying power without flaps, I have better rudder control in the first 100 ft and it seemed to help.
I still wonder if flaps are needed in calm wind conditions or not? I know they are not needed to get the plane off the ground but do they help get the nose wheel up quicker.

[AlexPeterson]

I've learned that in strong crosswind takeoffs in my 6A, I need to have the nose pointing a little upwind to keep the plane on center line during the takeoff roll. The only way to counter the side loads of the crosswind is for the mains to have a small drift angle with respect to the aircraft's direction (crabbing on the ground, if you will), until such time that the downwind wing can be lifted. The rudder's force is probably a very small component of the counter force to the wind, as compared to the side load on the tires. If one keeps the nose pointed directly down the runway, the plane will move off center line towards the lee side. Either way, the mains have a side load to counter the wind. I prefer to keep it on the runway center as opposed to drifting downwind. This does feel a bit strange though.

[flion]

Tim, in reference to your last post, flaps don't help get your nose up at all in the takeoff. Your nose comes up when you have control authority on the elevators. It doesn't take a lot; I even hold back elevator when taxiing because you can feel the elevators lighten the load on the nosegear even at taxi speeds. If anything, I'd expect the flaps would help plant the nose by creating an upward force aft of the CG. Notice how you pitch down in flight when you add flaps.

The purpose of flaps in a short/soft field takeoff is not to help get your nose up, it's to provide more lift at lower speed so you can get the entire airplane off the runway sooner. Once the wheels are off the ground, the airplane accelerates quicker than it would in a normal takeoff, even with a notch of flaps.

[Ron Lee]

I usually get to full throttle around liftoff...even at 6800'. What's the hurry?

[Jamie]

I guess I'm different from some of the other guys here. I don't think keeping the nosewheel on the ground really helps at all. It's a free castoring nosewheel. Although there is some resistance there I don't think it's going to help much with the airplane wanting to weathervane into the wind. I always, always, always get the nosewheel off the ground pronto. Crosswinds are no biggie. It seems like if the wind is blowing at my home base it's always blowing at 310 and our runway is oriented 25/7. I always get the nosewheel up and use traditional x/wind technique, including ailerons into the wind, etc. I like going full power quickly. The full power allows the rudder to be more effective more quickly.

I have never used flaps on take-off.