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  #31  
Old 04-01-2014, 02:23 PM
Christopher Murphy Christopher Murphy is offline
 
Join Date: Feb 2007
Location: colorado
Posts: 873
Default flight planning?

Quote:
Originally Posted by Fred.Stucklen View Post
I guess my use of "Stall" might be inaccurate in somebody else?s terms. Relative to my forward movement in alignment with the centerline, I was probably at a 30* or more crab (certainly not a 90* crab as you stated). (Do the math an figure out the actual angle.) My indicated airspeed (the speed at which the air is moving over the wings) was at the stall point (58 knots indicated) when the left rudder, power application occurred, with the result being that the aircraft settled to the runway and was aligned with the runway. I do remember that we didn't use much runway, and that when we got out of the aircraft our carry-on bags were blown across the ramp (because of the windy conditions).
I strongly suggest learning to properly execute and the continuous practice of cross wind landings. You should know your limits, and the aircrafts limits and always be able to go to those limits.
Even if that means that you fly in those conditions to remind yourself why you don't fly in those conditions.......
Wow, your stick and rudder skills must be fantastic but I am wondering how you found yourself flying in those conditions in the first place. Did you take off knowing those conditions were forecast, encounter a thunderstorm at the field, hurricane?

do tell!

cm
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  #32  
Old 04-03-2014, 08:17 PM
precession precession is offline
 
Join Date: Apr 2006
Posts: 146
Default

The tire manufacturers must be loving this thread.

Shortly after starting to fly my 4 I was just touching down in a stiff crosswind when my engine chose that moment to die, apparently because the idle adjustment was set too low. It had never died before in any pre-flight idle tests or power off landings, but chose this particular heavy crosswind landing to cut out, which of course deprived me of whatever propeller-generated airflow existed over the rudder, and the plane started weathervaning into the wind despite full opposite rudder. Wouldn't you know I had the added weight of a passenger in the back at the time. I was forced to stab on opposite brake in addition to the rudder, and fortunately was able to apply the right amount of pressure to jerk the nose back and keep us going straight. The gear leg flexed enough that the paint cracked off the fairing at the junction between the leg and the fuselage, but fortunately didn't flex enough to suffer a permanent bend.

Obviously, I adjusted the idle thereafter (and haven't had a problem since), but maybe this illustrates a possible reason to carry power into a crosswind landing, even if the crosswind isn't gusty, because losing your engine in a crosswind landing definitely isn't what you want. One-sided braking is obviously the next resort if a crosswind is overcoming your rudder authority, but obviously you need to already be planted on the ground somewhat to use it.
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  #33  
Old 04-03-2014, 08:23 PM
kjlpdx kjlpdx is offline
 
Join Date: Feb 2014
Location: lake oswego, OR
Posts: 161
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while you're at it, practice some bad approaches, with/without flaps and such. I'd rather do these for the first time at my home airport without a passenger. having a FP prop most of my approaches now are high, followed with a slip, 'cause too low or slow won't work when the engine stops.
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