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This Lesson Contributed by Brett Collings Ideally autocoordination doesn't need to be off. Aircraft should
*never* (according to my instructor:), be flown uncoordinated except in engine out situations or aerobatics. Having said that, you do need a heap of uncoordinated rudder at the last minute on roundout
in a crosswind landing. This is impossible in most FS hardware configurations of course unless you have rudders or 4 hands. The procedure is to fly with the nose off line by the amount required to keep the
Localiser needle centred. So on approach to Rw180 and 17kts xwind from your right at 270*, in the 767 you may need about 6* right heading adjustment. The speed of the aircraft has a very significant effect
on how the crosswind effects the heading and track of the aircraft. In the C182RG, you might need 15* correction. The C182 is only certified for 17knots crosswind compnent, so that is the "maximum
demonstrated crosswind" for that aircraft and is promulgated in the aircraft manual. Lets use an example in the C182. Your track to the Rwy is 180 but your heading might be on 195. Your cue
to what is the correct heading comes from trial and error, but you can make an educated guess to begin with. If the Rwy is 180* and the crosswind is directly from the right at 270* at 15 kts, then the
"crosswind component" is the full wind speed of 15kts. If the wind is from half way between south and west at 225*, then the xwind component will be approx half at 7kts. An easy starting point in a
light aircraft is to set the "crosswind component" as the heading adjustment and see how it goes. Remember, this is only an approximation and a starting point. Even in the C182 your range of
approach speeds goes from 140kts to 80kts. As you slow down, the xwind is going to have more and more effect on you and you are going to have to make more heading adjustments *into* the wind as you slow or
you will see yourself drifting off to the left all the time. As long as the LOC needle stays dead centre, you have it nailed but you must still make minor heding adjustments while you fly in otherwise
normally, and it shouldn't be wiggly at all. From anything closer than about 20nm, try not make heading changes of more than 2-3 deg at a time once you have a centred needle, you will shoot off too
quickly. The tricky bit is when you get to the threshold. Back to the C182RG. If you fly it onto the ground still heading 195, you are going sideways at 15 knots and will prolly rip the gear off
So you have to do is what i consider one of the hardest manouvers I have had to learn. Using this example, in the C182RG it goes like this Short Final .... Crab into wind (say 187*) until the LOC
needle stays set... Threshold .... Kick it straight with rudder and drop a wing into the wind (a sideslip) to stop being blown sideways while at the same time... Flare.... Flare with one wing low
onto one wheel and hold it as long as the wing still flies..... Rollout.... Keep the yoke held into the wind until you are at walking pace and the flaps are up. (Many high wing Cessnas have met their
end right there.).... Taxiing.... If taxiing away from the wind (say 090*) hold the stick hard forward to avoid the wind getting under the tail and flipping you over. If the crosswind is strong, in
light aircraft, the effect of the crosswind is minmised by using less than full flap. In the Cessna 20* instead of 30*. It is different for every aircraft and I don't know if it is a consideration for
the "heavies" but in marginal conditions it might be.Happy Crashings
Brett Collings
This Lesson Plan has been contributed to Steve's Flight School with permission from Brett
Collings, to be displayed and downloaded for your personal use only. To visit Bretts Site and thank him for his contribution Click here!. Legal action will be taken on persons who breach copyright. |
