Will,
The Trigear is a pussy cat in crosswinds but do consider these things:
The manual says 15 Knots max for cross wind. I have done that on numerous
occasions on asphalt and at higher crosswinds.
I will use full flaps up to 15 Knots cross wind. If higher than that, =BD
flaps doesn=92t increase touchdown speed, but improves roll control somewha
t.
Wing low or crab on final is appropriate. Like the mono, a crab approach u
ntil the threshold is fine and then a smooth rudder input to align the fus
elage with the runway with a touch of aileron to keep the wings at the desi
red wing low attitude.
One should add =BD the gust factor on final in strong gusty crosswinds for
better control. However, that speed must be bled off later.
Touchdown speed is only slightly higher than normal and rarely above 50 unl
ess an unplanned touchdown occurs due to lack of proficiency or turbulence.
WARNING: NO NOT ATTEMPT TO FORCE THE PLANE TO THE GROUND. GO AROUND IF TO
O FAST. SET AN APPROACH SPEED, AND USE NORMAL CROSSWIND TECHNIQUES TO ACHI
EVE AS CLOSE TO A NORMAL LANDING SPEED AS POSSIBLE.
If unfamiliar with the landing field, plan for a low approach or two to dra
g the runway to ascertain how the winds will affect your flare and landing.
Buildings, trees, ridge lines, burms, and shoreline angles affect the win
d direction and even velocity. Landing distances and flare distances are i
ncreased in strong crosswinds so plan accordingly.
Note: The roll to yaw coupling in the crab to wing low can be counteracted
with a small amount of aileron. Even in a full 15 knot gusty crosswind th
e transition from crab to wing low is effortless. Turbulence in the flare
is another matter. As speed bleeds to touchdown speed, some stirring of th
e stick is necessary to keep this light airplane precisely aligned and at t
he desired landing attitude.
I use a crab on final, then approaching the threshold, I transition to my w
ing low. Rarely do I need to bury the stick into my leg with upwind ailero
n. About 2-3 inches of stick is all that is required at 50KIAS just prior
to touchdown. I plan to land on the upwind wheel and stay on the upwind wh
eel (yes flying down the runway on one main can be done) increasing the win
g low until the plane stops flying and the downwind wheel settles at about
45-50.
After touchdown, hold the nose off until rudder no longer can keep the cent
erline, which happens very fast. Once the nose wheel is on the ground you
are in a steeringless tricycle.
The transition to high speed tricycle must be done instantly when the nose
is on the ground. Rudder into the wind and perhaps some upwind brake dragg
ing will be necessary to stay on the centerline until taxi speed. Large ru
dder inputs are not enough to maintain the centerline as speed decreases, s
o brake will be required for steering (see taxi below).
Keep some aileron into the wind and increase the amount of aileron into the
wind to aid steering as speed decreases. (Some steering can be done with
ailerons alone. Try it some time on a nice calm day.)
I keep the stick to neutral to just slightly aft on roll out in gusty condi
tions to allow the nose gear and brake to do its directional job.
Takeoff is not the reverse.
Take off with 10 degrees of flap minimum for a lower takeoff speed, angle a
nd stall margin. =BD flap is about the max I care to do.
Worst case is left cross, 912S/914, and a constant speed prop for the rudde
r control during the initial takeoff roll. So some right brake on takeoff
roll is necessary for slightly longer than you are used to but only to abou
t 35 Knots.
For very strong cross winds, a good fist full of aileron into the wind is a
ll that is necessary (2-3 inches). In very strong winds, I keep the upwind
wheel planted and the aircraft on the centerline until I am above rotation
airspeed. Rotation speed is 35 Knots plus =BD gust factor or just rotate
at 45 Knots. ROTATE, BUT DO NOT HORSE THE PLANE AIRBORNE. ROTATE ENOUGH T
O GET THE NOSE WHEEL OFF THE GROUND AND KEEP THE TAKEOFF ATTITUDE. During
the takeoff roll, use rudder and only if needed, a touch of brake to keep t
he centerline. If you have full aileron in, the plane will roll rapidly up
on one wheel which startles many pilots. (The roll rate at 45-50 KIAS in t
he Europa is quite impressive.) Once the aircraft nose wheel is off the gr
ound at 45, takeoff follows quickly. Allow the aircraft to immediately cra
b into the wind and neutralize aileron for a wings level climb out. Mainta
in your takeoff pitch attitude until safely airborne as rollers off of buil
dings and the like, can cause a downforce that may result in a secondary gr
ound contact immediately after liftoff. Maintain your takeoff attitude and
fly the plane out of the turbulence and your gear will take any skips or b
umps.
WARNING: DO NOT APPLY FULL AILERON AND HOLD IT ON TAKEOFF IN THE EUROPA UN
TIL NOSE ROTATION AS THE AIRCRAFT ROLLS QUITE SHARPLY AT 45 KNOTS AND WILL
RAPIDLY PICK UP THE WING. IF YOU HORSE THE PLANE OFF WITH FULL AILERON, IT
IS LIKELY YOU WILL STALL THE DOWNWIND WING AND ROLL TO THE OPPOSITE SIDE,
THE WIND WILL CONTINUE TO LIFT THE UPWIND WING AND IN A STALLED CONDITION,
YOU WILL ENCOUNTER WILD EXCURSIONS AND POSSIBLE LOSS OF CONTROL AND RUNWAY
DEPARTURE (CRASH).
Taxi considerations. Long taxi operations in a crosswind with the nose gea
r shimmy dampener loose will cause the upwind wheel brake to get very hot
=85 Hot enough to melt plastic brake lines that are unprotected or unshiel
ded. A slightly stiff nose gear will allow the wheel to stay in a slight o
ffset to prevent excessive brake use and overheating of your disks and lini
ngs. Limit your taxi time in strong cross winds. Taxi using appropriate c
ontrol for the direction of the crosswind to your taxi. Taxiing downwind l
eaves you with little or reversed rudder control so your only option is bra
ke steering.
Although the trigear can be planted in a crab at 55 Knots and the nose whee
l lowered, and brakes applied as necessary to lower the heart rate, I find
it easier to drag the field, ascertain the winds in a very low approach, fi
nd where the air is smooth for touchdown, and set up my approach again for
the conditions. Crab on final, kick it out prior to the flare, and concent
rate on keeping the centerline and achieving that slow flight wing low atti
tude prior to touchdown about 50 KIAS in a gusty 15 -25 knot cross. HOLD T
HE WING LOW IN THE ONE WHEEL LANDING ATTITUDE TO KEEP ALIGNMENT UNTIL THE S
PEED BLEEDS OFF, THEN DROP TO A TWO POINT, AND ROLL IN THE CROSSWIND RUDDER
, KEEPING THE AILERON INTO THE WIND AND SET THE NOSE DOWN USING ONLY NEUTRA
L TO SLIGHT BACK PRESSURE ON THE STICK FOR NOSE WHEEL GROUNDING. THEN IMME
DIATELY PUT YOUR HAND ON THE BRAKE HANDLES FOR THAT MOMENT WHEN FLYING CONT
ROLS WILL NOT MAINTAIN RUNWAY ALIGNMENT.
After landing, check for tire wear and brake heat and if hot, allow to air
cool. Tires deflect and in very strong cross winds will drag on a tight fi
tting pant. (Vibration and tire drag stress the wheel pants so look for cr
acks as well.) I haven=92t had to flip up my main wheel pants for brake
cooling , but I did route my brake lines so as to avoid heat from the disk
affecting my cheap plastic brake lines. Shielding the brake line is a cons
ideration for those who are frequently faced with long taxi and high cross
winds where the brake lines loop inside the wheel well parallel to the brak
e disk.
Best Regards,
Bud Yerly
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________________________________
From: owner-europa-list-server@matronics.com <owner-europa-list-server@matr
onics.com> on behalf of William Daniell <wdaniell.longport@gmail.com>
Sent: Wednesday, December 26, 2018 4:32:17 PM
Subject: Europa-List: Usa flight question
Costa rica and Nicaragua have high winds this time of year. San Jose is 2
0G37 today for example. It is all central and west side so my intention
is to stick to the Caribbean side to avoid this, however one never knows.
Fortunately it's all down the runway. Does anyone have any experience of
landing in this sort of wind and any advice? I've done 16kt straight down
the runway which was no drama.
Also Im wondering whether taxing could be an issue.....
Will
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