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Darwin, What you say sounds right. Also, perhaps a quick drop of a few mph could make a big difference when you're already at the boundary between flying and not flying. Ed Burkhead http://edburkhead.com/ [EMAIL PROTECTED] (remove the QQQ) -----Original Message----- From: Darwin Girdauckis [mailto:[EMAIL PROTECTED] Sent: Tuesday, June 01, 2004 7:13 PM To: Bill Coons; 'Coupetech' Subject: Re: [COUPERS-TECH] The infamous "wing lift" ----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]---- Ok! I know I'm being a little dense here but I need to know that I understand the mechanism behind why the brake works. As I understand it, .... The plane is on the ground with most of the weight on the down wind main & nose wheel, while the up wind wing is up & the upwind main just touching. You apply the brake & the down wind main brakes more because it carries more weight. This pulls the nose toward the downwind main so you also turn your yoke in the oposite direction to keep the plane straight. This in turn raises the aileron on the upwind wing pushing it down.Varying degrees of brake & yoke preasure produce a stronger or weaker effect................ Right???? Darwin Bill Coons wrote: > ----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]---- > > I guess the brakes win... Bob Sanders told me that at the Convention in > Lockhaven . I had just given him a ride in my Coupe . The low wing wheel > has the most weight on the ground and acts as a differential brake. Just > what you need. > Bill Coons > > roger anderson wrote: > > ----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]---- > > > > > > > > My question is.....Recently, after landing and while rolling down the > > runway, the infamous wing lift occured, right wing up. Of course to me > > I felt like we were on the verge of turning over. At the same time it > > quickly assumed about a 45 degree track towards the right side of the > > runway. At this point I get to make a choice...either right aileron to > > bring wing down, thereby also turning even further to the right and off > > the runway...or left aileron to steer left and back onto the runway, but > > also increasing the lift of the right wing. I think it ended quickly > > with quick right aileron, wing down, then hard brake to slow and steer > > left before going off the runway. Actually, I think this happened by > > rolling out into a wind sheer and possible dust devil. However, how > > high can a wing go? Has one ever turned over? Does the wing lift ever > > get so high as to bring its main gear tire off the ground? Should > > steering straight be the first priority and ignore the wing lift? What > > are some thoughts and experiences on wing lift? By the way, have single > > axle nose wheel and correct tail height. Thanks...Roger > > > > ======================================================================== ====== > > To leave this forum go to: http://ercoupers.com/lists.htm > > Search the archives on http://escribe.com/aviation/coupers-tech/ > > > > > > > > ======================================================================== ====== > To leave this forum go to: http://ercoupers.com/lists.htm > Search the archives on http://escribe.com/aviation/coupers-tech/ ======================================================================== ====== To leave this forum go to: http://ercoupers.com/lists.htm Search the archives on http://escribe.com/aviation/coupers-tech/ ========================================================================== ==== To leave this forum go to: http://ercoupers.com/lists.htm Search the archives on http://escribe.com/aviation/coupers-tech/
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