Cross-Wind Take-Off Techniques

[bruceschimmel]

the most challenging time, for me, is to take off into a left quartering wind. the a/c weathervanes to the left before the rudder has sufficient authority which comes at about 40 kts. holding the stick back full isn't enough to keep it on the ground. so i've tried keeping the airbrake out until sufficient speed (40kts). also, if possible, starting the roll on the left to the right side of the r/w, so i've got a margin when the a/c turns, uncommanded, to the left.

work are yr favorite left x-wind techniques? b

[Steve Sliwa]

Chuck at XimangoUSA told me that one project that they have been contemplating was one to get vortex generators tested and approved for the vertical stabilizer. The prime goal would be to make the rudder more effective at lower speeds for the left cross-wind issue.

[John Lawton]

Hey Bruce,

Try keeping the stick all the way to whichever side the crosswind is coming from. Sharp taps on the rudder are more effective than just holding opposite rudder. Gradually back off the bank input as the airplane gains speed and bring the downwind wheel off first while holding a slight bank angle to the windward side and coordinating with rudder. Works great!

Regards,

John Lawton
Whitwell, TN (TN89)
Ximango #135

[keyvan]

dear john

it was helpful for me for take off but do u have suggestion for me for landing i always have difficaulty in landing what is your technic? do u use 3 point landing or wheel landing technic ? how about the use of spoiler ? please give me general advise im new in ximango thank u very much in advance

[John Lawton]

Hello Keyvan,

I do "wheel" landings every landing as opposed to 3 point landings. This isn't limited to the Ximango. I tend to do wheel landings in any taildragger. It's a habit I developed when I was towing gliders. I feel more in control at higher speeds on the ground with the tail up.

My technique on final approach is to bank to the centerline as needed to hold the runway heading, keeping the nose slightly lowered and applying spoiler as needed to control glidepath and speed while coordinating as necessary with rudder. I always land with the engine running for an added safety factor, but at full idle. I get deer, turkeys and the occasional stray dog on my runway, so I need to keep the engine running if a go around is required.

As I start my round out, leveling out with the wheels at about 1' off the ground I start slowly applying spoiler. The aircraft will slow and begin to settle. I apply slight forward stick pressure as the main gear touches to keep the tail up, then full spoilers until it slows to the point where the tail comes down.

In a stronger crosswind I will put the upwind wheel on the runway first, then the downwind wheel and keep the aileron input as necessary while coordinating with sharp taps on the rudder. This takes some practice. The stick movements I'm talking about here are very subtle, but the rudder taps are sharp and with authority.

As Jim McCann told me with the Ximango during my checkout, the spoilers are so effective if you can get the bird on the runway in a reasonable fashion in a crosswind, deploy the spoilers fully and the airplane stops flying. Spoilers are a beautiful thing!

Hope it helps!

Regards,

John Lawton
Whitwell, TN (TN89)
Ximango #135

[keyvan]

thank u very much john for your great information , i will aply them in my flights , tnx

[mcconeghey]

One thing to be aware of with the Ximango is the toe brake portion of the pedal actually tilts towards your toe when the pedal retreats toward you. When you are pushing on the right pedal be careful that you are pulling your left foot away from the left pedal far enough that you are not unintentionally applying left toe brake. If the full right rudder is not sufficient to aerodynamically keep you straight a few very quick light taps on the right toe brake will help with directional control but add rolling resistance that slows your accelleration. You might need to decide which is more important - getting off the ground before the end of the runway or avoiding going off the side of the runway. Also, If it is nearly a 90 degree crosswind consider taking off the other direction.
Dave McConeghey

[tedjgordon]

Hi Bruce:
I not only hold the stick back to keep the tail wheel on the ground but also hold the stick slightly to the right to program in a bit of right roll. Seems to help.

Ted

[Cliff Goldman]

Whew!! At least now I know mine isn't the only Ximango that abruptly darts left the instant the tailwheel breaks ground in a left crosswind takeoff. 1N1 is only 30' wide with houses on the south side so the edge of the pavement comes up pretty quick. Excellent insights, guys -- as soon as this @#%&%$# snow goes away I've got some takeoff practicing to do. I discovered that if I did a power on wheel landing at Morarity and held the tail up I'd probably stop rolling somewhere around Grants (check the Albuquerque sectional) so as soon as the mains touch the spoilers come OUT. That really helps tame the landings.
Cliff Goldman

[Russ Hustead]

Dave's point about the rudder pedal/braking issue is good. Be especially alert if you are giving or receiving dual. The only time I've ever departed the runway was on a wide runway during landing roll. My student started to swerve to the right (there was no significant wind). When I applied firm left rudder, his right pedal moves towards his foot. It had the effect of locking the right brake. There was nothing I could do and we went off to the right leaving skid marks from the right tire. So it's very important in dual situations to brief each other--if the instructor takes control the "student" must get his feet away from the pedals immediately.

Russ