Crosswind landing control..

On Sun, 3 Dec 2006 22:33:20 -0500, "Dudley Henriques"
wrote:

Hi Dudley,

Couple of points:

Applying forward pressure during the rollout is a bad idea. It can cause a
slew (no pun intended :-) of problems. Just concentrate on maintaining
directional control with rudder and let the nosewheel settle in naturally
at touchdown .

The whole Beech family is very good at imitating wheel barrows. :-))
If they aint ready to land they'll end up running down the runway on
the nose gear. The same thing is true of taking off. If it's ready to
fly you can't hold it on without imitating a wheelbarrow unless
everything including trim is neutral. They can be a real bear tying to
do touch and goes.

If needed, you should be holding some aileron in for wind correction during
this process. Retracting the flaps and holding in some back pressure will
help firm your mains.

With his mechanical flaps that works very well. With my electric flaps
it doesn't. I end up reducing drag and increasing lift which will
actually increase my roll out a bit. (I can be stopped by the time
they are full up)

I'm a great believer of not using forward pressure during touchdown and
rollout on landings in trikes. Shouldn't be necessary and it's dangerous.
Hold back pressure on the rollout. That will increase the pressure on the
mains and desensitize the nose wheel. On most trikes its important that the

Nose wheels are expensive and for steering during taxi. Mains are
strong for landing.

nose wheel be straight at touchdown. Correct for drift with aileron and
maintain directional control with opposite rudder. The magnitude of the
pressure required to do this properly will also vary during the approach.
Just keep the speed a bit higher than normal for the crosswind and fly the
airplane. If you do everything right, the nose wheel will take care of
itself and be positioned correctly at touchdown.
Think of it this way; if your rudder work is good, and your alignment is set
up and executed correctly, and your aileron work is good and compensating
correctly for the drift, the nosewheel should be just fine. :-)
Dudley Henriques
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

"Roger" wrote in message
...
On Sun, 3 Dec 2006 22:33:20 -0500, "Dudley Henriques"
wrote:

With his mechanical flaps that works very well. With my electric flaps
it doesn't. I end up reducing drag and increasing lift which will
actually increase my roll out a bit. (I can be stopped by the time
they are full up)

We had an old V Tail Bo on the line around the Jurassic Period that we used
for charter once in a while.
After touchdown, she was pretty well planted unless you brought it in a bit
fast. Very stable on landing; in fact, I always liked the way the Bo handled
on landings. Solid as a rock!
My procedure with the Bo was to NOT touch the flaps during the rollout until
the airplane had left the runway, then I'd LOOK at the switch, TOUCH the
switch, REPEAT verbally to myself, "Flaps UP!", THEN I'd raise the flaps.
:-))
Dudley

On Mon, 4 Dec 2006 00:58:48 -0500, "Dudley Henriques"
wrote:


"Roger" wrote in message
.. .
On Sun, 3 Dec 2006 22:33:20 -0500, "Dudley Henriques"
wrote:

With his mechanical flaps that works very well. With my electric flaps
it doesn't. I end up reducing drag and increasing lift which will
actually increase my roll out a bit. (I can be stopped by the time
they are full up)

We had an old V Tail Bo on the line around the Jurassic Period that we used
for charter once in a while.

Your's was that new?

After touchdown, she was pretty well planted unless you brought it in a bit
fast.

Even then those big flaps slow them down in a hurry.
What surprises most people is the light wing loading. About the same
as a Cherokee 180 and about 2# lighter than a Mooney although that
figure varies a lot depending on model and year.

Very stable on landing; in fact, I always liked the way the Bo handled
on landings. Solid as a rock!
My procedure with the Bo was to NOT touch the flaps during the rollout until
the airplane had left the runway, then I'd LOOK at the switch, TOUCH the
switch, REPEAT verbally to myself, "Flaps UP!", THEN I'd raise the flaps.

Ah, yes. Look at it, point at it, Identify it, say it, and THEN do it.
OTOH I'm that way on any retract as all of them except the Bo are
backwards. :-))

Actually, once you get used to the interconnected rudder (ruddervators
on V-tails) and ailerons they are one of the easiest planes to land
out there.


:-))
Dudley

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

Roger wrote:
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)

Roger, In what general area are you based?

There's a polished Debonair / Bo at MGJ (Orange County, NY), that's got
to be the runner-up to yours.

On Mon, 04 Dec 2006 12:52:18 GMT, B A R R Y
wrote:

Roger wrote:
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)

Roger, In what general area are you based?

Midland Michigan's Barstow Airport (3BS) which is about 100 miles NNW
of Detroit. We're 11.3 on the 337 radial of MBS which is just north
of Saginaw.



There's a polished Debonair / Bo at MGJ (Orange County, NY), that's got
to be the runner-up to yours.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

"Roger" wrote in message
news
On Mon, 4 Dec 2006 00:58:48 -0500, "Dudley Henriques"
wrote:

Actually, once you get used to the interconnected rudder (ruddervators
on V-tails) ...............................
:-))

I learned very quickly that in the front seat we didn't have any problem at
all with the V tail, but I never forgot to carry some extra barf bags for
the folks in the back . It got to where the line boy actually hated that
airplane. After every trip, he'd come running up to me before I got to the
flight office asking something like ,
"PLEASE......PLEASE Dudley, ........ tell me you managed to get into
Idlewild and back without them puking all over the floor mats :-))))"
Dudley

Roger wrote:



We had an old V Tail Bo on the line around the Jurassic Period that we used
for charter once in a while.



Even then those big flaps slow them down in a hurry.

Bonanza flaps are OK. They're no Cessna flaps though.

Newps wrote:



Roger wrote:



We had an old V Tail Bo on the line around the Jurassic Period that
we used for charter once in a while.




Even then those big flaps slow them down in a hurry.


Bonanza flaps are OK. They're no Cessna flaps though.

Same with those on the Arrow. When I hit flaps 40 on my Skylane, it was
obvious that the flaps were down. I can almost forget they are down on
the Arrow.

Matt

On Mon, 04 Dec 2006 07:44:52 -0700, Newps wrote:



Roger wrote:



We had an old V Tail Bo on the line around the Jurassic Period that we used
for charter once in a while.



Even then those big flaps slow them down in a hurry.

Bonanza flaps are OK. They're no Cessna flaps though.

Might depend on the model. Some Bonanzas and Debonairs are rated for
shorter landings than a 172. That's saying quite a bit when you are
talking about 3000# and up compaired to the weight of a 172.


Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

OK.................I'll bite!

I'm doubting that.....

Karl
"Curator" N185KG




Might depend on the model. Some Bonanzas and Debonairs are rated for
shorter landings than a 172. That's saying quite a bit when you are
talking about 3000# and up compaired to the weight of a 172.


Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com