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John, I do think it's critical for the tail to be at or near the correct on-the-ground height. Let me add some information and response to some of the other responses you got. James Lloyd said: > During a strong crosswind,that is not > gusting,I come in a little slower than normal. > I do not add speed like in > a piper ect.just the opposite. I'd disagree here. I have been happy following the 1.3 times minimum flying speed + 1/2 the gust component and I figure in wind drops due to "wind shadows" from the objects near the runway. During strong crosswinds, there are often wind shears due to turbulence around airport objects (trees, hangars, houses). I visualize the wind as a flowing fluid with swirls around the objects and with swirls continuing six times the objects height. James Lloyd said: > But make sure that you slow down a lot after > landing before you try to turn off the runway > if the wind is coming from the opposite side > of the runway. If you push the yoke to neutral or slightly forward after touchdown and with the tail at the correct 75" height so lift is dumped from very low angle of attack on the ground, there should be enough weight on the nose wheel to not have problems. I haven't experienced this issue. Watch for it, certainly. Jon Page (Flak Magnet) said: > I found that to stay on the ground and more or > less in control of things, you must hold the > plane off the ground as long as possible. You > should have the wheel right back into you and > more or less stall it the last foot or two. That > way the speed is so low that the plane just won't > fly any more. Right on. In cross-windy or gusty conditions, I'll fly down to near the runway at 1.3 times minimum flying speed + 1/2 the gust factor. Then, after flaring into ground effect, I'll hold it off VERY close to the ground till I can't hold it off any more. The low wing Coupe becomes pretty stable when you get into full ground effect because of the cushioning effect of compressed air when a wing is dipped. It takes a pretty hefty bank angle to touch a wing tip and I've NEVER approached those angles while bleeding off speed in ground effect even in very windy, turbulent conditions. In strong crosswinds I make tiny banks to keep tracking the centerline while I lose speed. Touching down at the minimum speed minimizes the tire and gear loads in a crabbed touchdown just like Syd said. Also, having minimum speed means you have little or no lift, which would otherwise raise a wing after touchdown. Also, landing at minimum speed lets the main gear do much of the airplane rotation before the nose gear is in firm contact because the nose gear is as high as possible in the air when the mains touch. As Percy reminded us, ERCO test pilot Bob Sanders said, in strong crosswinds you should hit the brakes right after touchdown to get the nose down and dump lift. Percy said: > A big secret here is not to have a death grip > on the wheel. That way, the nose wheel can > pivot to the direction of travel. to which Larry (Magic Vac) replied: > What does having a death grip on the wheel have > to do with it? If you're coming in slow, you're > going to be nose high. If everything works the > way it was designed, I suspect the aircraft will > be parallel with the runway before the nose wheel > touches down. Larry, The geometry of the gears is that the nose wheel will touch before the shock absorbers on the mains are fully compressed. The nose gear MUST be free to swivel instantly to free itself from side loads. A two-control Coupe will normally be approaching and touching down in a crab. In a strong wind, Coupes with rudder pedals can do well to approach and touch down in a crab, too. It's designed to do this. The fact that the main gear tires are well behind the center of mass and provide airplane's turning force (when side-loaded) while the nose gear swivels and does NOT give side loads all lets the plane easily rotate after touchdown to line up with the direction of travel. NOT having a death grip on the wheel is critical because if you hold the wheel tight the nose gear can't swivel. If the nose gear doesn't swivel, it feels strong side loads and the nose gear is NOT designed to handle strong side loads. Besides, if the nose gear can't swivel and is held straight, there's side load at the FRONT as wheel as the rear of the center of mass and the plane WOULDN'T rotate to line up with the direction of motion. It's NECESSARY to hold the wheel lightly on touchdown in a Coupe with two controls or ERCO/Forney rudder pedal kits. Similarly, with Alon rudder pedal kits, you need to have your toes light on the rudder pedals. Ed Burkhead http://edburkhead.com/ [EMAIL PROTECTED] ========================================================================== ==== To leave this forum go to: http://ercoupers.com/lists.htm
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