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Crosswind landing control..
Jim Macklin wrote: Boeing airliners are designed to have the nose wheel firmly on the ground, some even have a brake. But no airplane is designed to have the nose forced/slammed down except maybe a carrier based fighter. But back to the GA aircraft and effective nose wheel steering... steering works with the weight on the main landing gear and the nose wheel applies force to move the nose. If you apply forward elevator you'll be loading the nose wheel and shifting the pivot point [fulcrum] to the nose wheel, this will cause the airplane to weathervane even more and result in loss of directional control. wrote in message oups.com... Matt Whiting wrote: Dan wrote: All, When touching down in a crosswind, after the mains and the nosewheel have all touched down firmly and are rolling, would it be proper procedure to apply slight forward pressure to get better steering from the nosewheel? Often, noseweel steering seems ineffective, and this seems to have helped my control on rollout. Any cautions? I have heard about "wheelbarrowing" but is that more of a takeoff issue than landing issue? Under what circumstances would "wheelbarrowing" occur? --Dan I was taught to basically use neutral elevator during the roll-out. You really shouldn't need to add forward pressure to get solid steering. Wheelbarrowing is a possibility if you apply aggresive nose down elevator right after landing when you speed is high, but as you slow down the ability to do this obviously decreases. What are your symptoms of ineffective nosewheel steering? Are you not able to hold the airplane on the centerline? Are you rolling in aileron into the wind as you slow down such that you have full aileron into the crosswind as you get to taxi speed? I happened to bump into this:- http://www.aaib.dft.gov.uk/cms_resou...pdf_507740.pdf It discusses forward pressure immideately after landing says:- Boeing 757-2T7, G-MONC Nature of Damage: Structural damage to forward fuselage in area of nose landing gear .... Having developed an incorrect landing technique, it is possible that it was simply a matter of time before the timing in the application of full nose-down elevator caused an incident I thought that there was a resonance with this discussion. If a supervised, recurrently-trained, co-piloted, airline Captain can go astray like this what chance is there for a GA pilot on his own? Phew! In the full text I think that it suggests that he may have "performed" differently in his check rides than in his day to day flying. Nothing malicious (intended by me or him - think it was a man), just somehow gone down an incorrect path. |
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