I think the explanation is incorrect. For example at 01:55 he says the airplane is banked left to get a left turn going. The bank for a crosswind landing is used to point some of the force of the lift vector against the crosswind and prevent the crosswind from blowing the airplane off the centerline. It doesn't have anything to do with turning.
@@rapinncapin123 Hmmm. ''to get a left turn going" as he said means the heading would change from 360 to 350, 340, etc, as you know. The bank in the crosswind landing is done to prevent sideways movement (drift) while the same heading is maintained with the opposite rudder. Seems totally different to me.
@warren5699 @warren5699 I thought he was trying to say this in a different way. I'm listening to it again right now. Have you listened to it again? He's saying the same thing you're saying, but in a different way.
Also loaded weight of the aircraft affects sink rate when entering ground effect. An Archer w/ one person aboard is much easier to flare and touch down than with 2 or 3 big guys aboard. Need to keep a little more power in and arrest the sink rate earlier when heavier otherwise you'll risk a hard touch down.
In fifty years instructing in Army helicopters and small civilian airplanes, I have found it easiest to teach nailing/bracketing the centerline between the student's legs. This works in any aircraft from Chinook to Cessna. Since it gives the student a longitudinal alignment picture, the centerline will be between my legs at the same time. Since we set six feet apart and the nose of the Chinook is three feet forward, using the nose would be a 45 degree crab. Not as bad in the 172, but you get the picture.
Bank sufficient to counter crosswind and rudder to maintain longitudinal alignment used to be called side slip this side of the Atlantic. Forward slip was just to lose altitude, usually in a turn. Highers change definitions from time to time. Yaw on vertical or longitudinal axis changed once. The point of keeping our butt going where the nose is pointing in the slip for longitudinal alignment is the same. Either way, no wind level, slip, or crab, dynamic proactive rudder movement will direct our nose or butt to the target and keep the wing either level or stabilized in the chosen bank at the same time.
Pilots fear putting the upwind wing into the ground. Aileron is not that effective at the airspeed we need to decelerate to in order to quit flying. Vso has nothing to do with either takeoff or landing, but much slower. The slow flight we practice at altitude is much faster than the slow flight practice I teach over long runways well below Vso. The second or two at this slower than Vso number landing is not enough to learn quickly. Just before touching, have them add a little more power and fly down the long runway in low ground effect. They will have to wiggle the elevator for/aft a bit to bracket level in low ground effect. This gives them several seconds of near landing airspeed where ailerons are ineffective and rudder and elevator remain effective with the prop blast. Some control feel that is very helpful with the proper feel for arriving at ground level in three point attitude all slowed up and ready to squat as Wolfgang puts it in Stick and Rudder.
Great presentation. Thanks
These instructors are sharp
I think the explanation is incorrect. For example at 01:55 he says the airplane is banked left to get a left turn going. The bank for a crosswind landing is used to point some of the force of the lift vector against the crosswind and prevent the crosswind from blowing the airplane off the centerline. It doesn't have anything to do with turning.
@@warren5699
I thought he said what you just said...
@@rapinncapin123 Hmmm. ''to get a left turn going" as he said means the heading would change from 360 to 350, 340, etc, as you know. The bank in the crosswind landing is done to prevent sideways movement (drift) while the same heading is maintained with the opposite rudder. Seems totally different to me.
@warren5699
@warren5699
I thought he was trying to say this in a different way. I'm listening to it again right now.
Have you listened to it again?
He's saying the same thing you're saying, but in a different way.
@warren5699 where do you fly out of 😀
This guy already has the pilot voice
Also loaded weight of the aircraft affects sink rate when entering ground effect. An Archer w/ one person aboard is much easier to flare and touch down than with 2 or 3 big guys aboard. Need to keep a little more power in and arrest the sink rate earlier when heavier otherwise you'll risk a hard touch down.
In fifty years instructing in Army helicopters and small civilian airplanes, I have found it easiest to teach nailing/bracketing the centerline between the student's legs. This works in any aircraft from Chinook to Cessna. Since it gives the student a longitudinal alignment picture, the centerline will be between my legs at the same time. Since we set six feet apart and the nose of the Chinook is three feet forward, using the nose would be a 45 degree crab. Not as bad in the 172, but you get the picture.
Bank sufficient to counter crosswind and rudder to maintain longitudinal alignment used to be called side slip this side of the Atlantic. Forward slip was just to lose altitude, usually in a turn. Highers change definitions from time to time. Yaw on vertical or longitudinal axis changed once. The point of keeping our butt going where the nose is pointing in the slip for longitudinal alignment is the same. Either way, no wind level, slip, or crab, dynamic proactive rudder movement will direct our nose or butt to the target and keep the wing either level or stabilized in the chosen bank at the same time.
😎
Pilots fear putting the upwind wing into the ground. Aileron is not that effective at the airspeed we need to decelerate to in order to quit flying. Vso has nothing to do with either takeoff or landing, but much slower. The slow flight we practice at altitude is much faster than the slow flight practice I teach over long runways well below Vso. The second or two at this slower than Vso number landing is not enough to learn quickly. Just before touching, have them add a little more power and fly down the long runway in low ground effect. They will have to wiggle the elevator for/aft a bit to bracket level in low ground effect. This gives them several seconds of near landing airspeed where ailerons are ineffective and rudder and elevator remain effective with the prop blast. Some control feel that is very helpful with the proper feel for arriving at ground level in three point attitude all slowed up and ready to squat as Wolfgang puts it in Stick and Rudder.