Directional control after touchdown...

On 2007-05-20, Dan wrote:
What are the proper control inputs to correct the situation?

Whatever it takes (including FULL control deflection) to keep it going
straight. If you're starting to weather vane to the right, and are still
weather vaning with the amount of left rudder you have, adding more left
rudder until you start going straight won't make you ground loop. On the
contrary - it'll stop you ground looping to the right!

The C182 has quite an effective rudder (good enough for a 20 kt direct
crosswind, when running just on the main wheels) - don't be shy about
using it!

Never give up - if it looks like you need more control input to keep it
from going off the runway, use it. If you find yourself in a situation
with a sudden very strong crosswind gust, don't forget the wheel brake
also counts for directional control.

--
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Recently, Dan posted:

I've got a question for the group. Suppose you find yourself in the
following situation:

You are flying a C182, landing on runway 22. The ATIS lists the winds
as 240 at 10. The windsock is not visible.

[...]

That is not a lot of wind, and it's certainly not a lot of crosswind (get
out the whiz wheel). The result that you were experiencing has to be from
some other cause... perhaps ATIS was wrong?

So... what I'd suggest is to pay attention to what the plane *is* doing
rather than the theory of what it should be doing based on ATIS.

Neil

On May 21, 5:23 am, "Neil Gould" wrote:
Recently, Dan posted:

I've got a question for the group. Suppose you find yourself in the
following situation:

You are flying a C182, landing on runway 22. The ATIS lists the winds
as 240 at 10. The windsock is not visible.

[...]

That is not a lot of wind, and it's certainly not a lot of crosswind (get
out the whiz wheel). The result that you were experiencing has to be from
some other cause... perhaps ATIS was wrong?

So... what I'd suggest is to pay attention to what the plane *is* doing
rather than the theory of what it should be doing based on ATIS.

Neil

OK... However, it does sound like the consensus from the group is that
aileron does nothing to correct drift once the plane has touched
down...

--Dan

Recently, Dan posted:

On May 21, 5:23 am, "Neil Gould" wrote:
Recently, Dan posted:

I've got a question for the group. Suppose you find yourself in the
following situation:

You are flying a C182, landing on runway 22. The ATIS lists the
winds as 240 at 10. The windsock is not visible.

[...]

That is not a lot of wind, and it's certainly not a lot of crosswind
(get out the whiz wheel). The result that you were experiencing has
to be from some other cause... perhaps ATIS was wrong?

So... what I'd suggest is to pay attention to what the plane *is*
doing rather than the theory of what it should be doing based on
ATIS.

Neil

OK... However, it does sound like the consensus from the group is that
aileron does nothing to correct drift once the plane has touched
down...

I agree, if all wheels are on the ground and the wind is light. OTOH, if
you are touched down on one main, the ailerons are rather important. If
the winds are heavy, they can also keep both of your mains planted on the
runway. IMO, there is no pat answer that supercedes paying attention to
what the plane is doing.

You've gotten some good feedback, and I'd second the suggestion that you
to get some more x-wind experience with an instructor.

Neil

"Dan" wrote in message
oups.com...
On May 21, 5:23 am, "Neil Gould" wrote:
Recently, Dan posted:

I've got a question for the group. Suppose you find yourself in the
following situation:

You are flying a C182, landing on runway 22. The ATIS lists the winds
as 240 at 10. The windsock is not visible.

[...]

That is not a lot of wind, and it's certainly not a lot of crosswind (get
out the whiz wheel). The result that you were experiencing has to be from
some other cause... perhaps ATIS was wrong?

So... what I'd suggest is to pay attention to what the plane *is* doing
rather than the theory of what it should be doing based on ATIS.

Neil

OK... However, it does sound like the consensus from the group is that
aileron does nothing to correct drift once the plane has touched
down...

--Dan

Saying ailerons do "nothing" to correct drift after touchdown is probably an
oversimplification. If you land in a banked condition, the ailerons can
help you maintain that condition. Also, even if you've got all of the
wheels on the ground, correct aileron input will reduce the aircraft's
tendency to raise the upwind wing. To a smaller extent, aileron deflection
after touchdown will result in *some* bank angle, because the left and right
gear will have different loading. This is particularly true at higher
speeds, such as right after touchdown.

KB