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Thread : Cross-Wind Take-Off Techniques
Started at 26th-June-2009 05:24 PM by bruceschimmel
Visit at http://forum.xopa.org/showthread.php?t=32
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Date : 26th-June-2009 05:24 PM
Thread Title : Cross-Wind Take-Off Techniques
work are yr favorite left x-wind techniques? b
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Date : 27th-June-2009 06:16 AM
Thread Title : Vortex Generators for the Vertical Stabilizer
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.
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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!
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Date : 18th-July-2009 10:57 AM
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
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Date : 19th-July-2009 03:01 PM
Thread Title : Crosswind landings
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!
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Date : 19th-July-2009 08:42 PM
thank u very much john for your great information , i will aply them in my flights , tnx
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Date : 5th-September-2009 02:55 AM
Thread Title : Be aware of the toe brakes during crosswind takeoffs
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.
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Date : 30th-September-2009 03:39 PM
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.
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Date : 30th-January-2010 01:01 AM
Thread Title : Left crosswind takeoffs & wheel landings
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.
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Date : 31st-January-2010 09:56 PM
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.
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Date : 1st-February-2010 03:26 PM
Thread Title : Gyroscopic effects
When you lift the tail on your take off roll in any tail dragger that has an engine that rotates clockwise (from the pilot's perspective) you are also going to get some gyroscopic effect that tends to make the airplane veer left as the tail comes up. This gyroscopic effect was much more pronounced in my Pawnee with 300+ hp that I used to tow gliders with, but it's there with the Ximango, too, just not as strong as with the Pawnee. It became second nature for me to anticipate this tendency and to input a sharp tap or two on the right rudder pedal as I lift the tail on take off with any tail dragger to compensate for this effect until the tail is up and stabilized.
My home field is turf and I've found that I need to get the tail up as soon as possible so that I can accelerate to flying speed. Leaving the tail on the ground on a turf runway, especially if the grass is tall, lengthens the take off roll considerably. I don't notice any real difference on pavement, though.
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Date : 2nd-February-2010 01:33 PM
Thread Title : Don't let left quartering wind get under wing.
Thx, all, for the great discussion. In a left quartering wind, I'm finding that the classic advice is best. Start with a touch of right rudder, ailerons full left and back, and neutralize slowly enough to keep the left wind from getting under the left wing.
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Date : 6th-February-2010 08:53 PM
HI , TAKE A LOOK AT TO THIS SITE
www.taildraggers.com - Documentation (http://www.taildraggers.com/Documentation.aspx)
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Date : 7th-February-2010 12:31 AM
I'd sure like to hear a little more discussion about wheel landing the Ximango. John, I liked your the description of your technique. I have a fair amount of taildragger time and have never had a problem with wheel landings. But with the Ximangos stiff landing gear and so much lift in the wings the moment the gear touches and the tail drops ever so slightly I'm back in the air. Is it just a very careful timing of the spoiler?
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Date : 8th-February-2010 12:48 PM
Yep, spoiler timing is the key, IMO. I level off at about 1' with the spoilers cracked open about 1"-2", then slowly open the spoilers to about half until it slows and settles. I push forward slightly on the stick as the mains touch to keep the tail up, then pull full spoilers to keep it on the ground. As it slows the tail settles to the ground. I pretty much always do wheel landings. I don't think it's always necessary to wheel land the Ximango, though. I do wheel landings because that's the habit I developed from towing gliders with my Pawnee. Unless I had a strong tail, i.e., >12 mph, I'd usually land back towards the grid in the Pawnee to save time. Keeping the tail up would get me back to the line quicker for the next tow. I feel a bit more in control with the tail up, too.
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Date : 8th-February-2010 07:09 PM
Thanks John. I'll keep working on it.
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Date : 12th-June-2011 11:17 AM
new to the forum, thanks for great tips regarding XWind. I fly a Fournier with monowheel undercarriage (ancestor of the Ximango!) so wheather-vaning is pronounced and even taxying in windy conditions can be a challenge. At or close to flying speed, managing XWind is pretty standard, but as you loose rudder authority things can get pretty interesting. Normally you have to keep the tailwheel on the ground in XWind conditions but another tip that I feel you guys might have use for is that a burst of power (with full rudder) to "blow the tail right" can come in handy in certain situations.
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Date : 13th-June-2011 01:46 PM
Hmmm. A "burst of power" would be really nice. But on t/o, the engine is already maxed out. However, if you start the t/o roll with the airbrakes extended, you can imitate a "burst of power" when you retract them). And keeping the airbrakes out, initially, also "sticks" the a/c to the runway until the rudder is effective, which is about 40 kts.
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Date : 13th-June-2011 02:33 PM
A lot of glider drivers in high performance ships will open their spoilers initially on tow. I've seen some of the self launchers use this trick, too. I have been told raising the spoilers forces more air outboard and over the ailerons, giving some roll authority sooner than would normally occur. This technique also helps keep them from dragging a wing tip in the beginning of the tow after the wing runner releases, especially when they have ballast in the wings. I had one guy in our club I used to tow regularly in an SZD-55 who couldn't successfully launch unless he started out with the spoilers open. I have to say as a tow pilot who towed routinely from a short strip it's a little unnerving to look in the mirror and see the glider you're towing with the spoilers open as you barrel towards the trees at the far end.
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