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  #11  
Old 02-04-2014, 10:23 AM
alpinelakespilot2000 alpinelakespilot2000 is offline
 
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Quote:
Originally Posted by LettersFromFlyoverCountry View Post
Me too. The one time I'm conflicted, however is the "dive forward," which runs counter to taking weight off the nosewheel when taxiing.
Sorry for the confusion above, Bob. It is a bit counterintuitive to push forward if you are trying to protect the nosewheel. However, what you are actually doing by "diving away" (stick forward) with a significant tailwind is taking some weight off the nosewheel. With the stick forward in a tailwind, the elevator is being pushed down by the wind, thereby decreasing the weight on the nosewheel. If you didn't use down elevator the wind could get under the tail, pushing it up, and thereby putting more weight on the nosewheel.

Make sense?

This is one of those cases where you need to use your judgement. If the tailwind is very light, it's probably better not to "dive away" because, in that case, you would simply be adding weight to the nosewheel. It doesn't matter if you do that in Cessnas, but it might in an RV on rough ground. I don't know.

Hope this helps.
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  #12  
Old 02-04-2014, 10:51 AM
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LettersFromFlyoverCountry LettersFromFlyoverCountry is offline
 
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Yes, and I also realize I've been doing it wrong... again, partly because of my obsessive desire to taxi with full stick aft.
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  #13  
Old 02-04-2014, 10:52 AM
kjlpdx kjlpdx is offline
 
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seems to me that in trying to swing the tail into a very strong tailwind the vertical stabilizer is going to offer the most resistance. by pointing the rudder into the wind the area of the vertical stabilizer would be reduced, and certainly you would want it straight as you turn directly downwind.
does anyone know of any incidents where an RV got flipped in the wind?
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  #14  
Old 02-04-2014, 12:41 PM
BobTurner BobTurner is online now
 
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Quote:
Originally Posted by alpinelakespilot2000 View Post
If the tailwind is very light,
It all depends on the relative wind over the tail. If your taxi speed is greater than the tailwind, the relative wind moves front to back, and aft stick pushes the tail down and the nose up. If the tailwind exceeds your taxi speed, the relative wind is from back to front, and the control action is reversed; forward stick will push the tail down, nose up. Same logic with the ailerons-hold the upwind wing down with normal stick movement when the relative wind is front to back, but reverse the stick when wind is back to front.
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  #15  
Old 02-04-2014, 12:53 PM
alpinelakespilot2000 alpinelakespilot2000 is offline
 
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Quote:
Originally Posted by BobTurner View Post
It all depends on the relative wind over the tail. If your taxi speed is greater than the tailwind, the relative wind moves front to back, and aft stick pushes the tail down and the nose up. If the tailwind exceeds your taxi speed, the relative wind is from back to front, and the control action is reversed; forward stick will push the tail down, nose up. Same logic with the ailerons-hold the upwind wing down with normal stick movement when the relative wind is front to back, but reverse the stick when wind is back to front.
Of course you are right, Bob. I would add one additional factor. Relative wind also depends on how much prop slipstream is involved, ie. how much throttle one is using during taxi.

Thus, I think the long and short is that the natural inclination to adopt and teach arbitrary rules is a bit simplistic. It depends on whether you are tailwheel or nosewheel, what the relative wind is doing, what you might need to do to protect a nosewheel, etc. As my former Alaska bush pilot/tailwheel instructor commented to me, one should use whatever control input is necessary to keep the tail down and the wings level. That's all.
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Last edited by alpinelakespilot2000 : 02-04-2014 at 12:55 PM.
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  #16  
Old 03-13-2014, 08:41 AM
wrongway john wrongway john is offline
 
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Last month I was in 35-40 mph winds in my 6. Normally I?m a fair weather flyer, and sure was pleasantly surprised how well it handled the winds while taxiing. It showed no tendency whatsoever to try to lift a wing.
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  #17  
Old 03-13-2014, 09:21 AM
Rupester Rupester is offline
 
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Default Full confession time ....

Quote:
Originally Posted by LettersFromFlyoverCountry View Post
Yes, and I also realize I've been doing it wrong... again, partly because of my obsessive desire to taxi with full stick aft.
Me too.

I've taxied in x-winds 20G26 ... that big sail on the aft end of a Nine makes it quite interesting. Took a lot more lateral braking control than I had figured. There was, however, no tendency toward wing lift.
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  #18  
Old 03-13-2014, 11:04 AM
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dont forget that the crown in the taxiway will work in your favor to help you steer right or left.
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Last edited by turbo : 03-14-2014 at 06:18 AM.
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  #19  
Old 03-13-2014, 07:40 PM
esco esco is offline
 
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Location: SoCal
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Default What's your max x-wind landing?

To the OP question, to my mind, the questions are:
what are the crosswinds now,
what will they be (with a healthy margin of safety) when and where I plan to land, and
what's my x-wind level of comfort?
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  #20  
Old 03-13-2014, 08:00 PM
acroflyrgirl acroflyrgirl is offline
 
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Am I alone or is the text so small due to the huge pic on page two here that reading the postings are, ahh, challenging?

PS Beautiful pic even if there is no RV in sight. :-)

Last edited by acroflyrgirl : 03-13-2014 at 08:02 PM.
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