This 863lbs of cancelled checks must get through!

I also think if you want any kind of realism, when the crosswind component exceeds about 15 knots, you wouldn't take off anyway in a real Maule, unless your life insurance and aircraft insurance was paid up.

 

An airplane's demonstrated crosswind capability is not the limit the aircraft is capable of. It is the amount that the test pilot demonstrated during / for aircraft certification.

 

Although it can be considered a good limit... a capable pilot with sufficient skill could exceed that figure. Then there are others (less skilled) who have no business flying near that number.

I always assume that the test pilot is a better pilot than I am.

Before we had axis toe brakes, I found that applying rudder pedal in the proper direction worked, and when you ran out of rudder in a crosswind takeoff, press the brake key/button (X in this case, you want both brakes). What happens is that the rudder position translates to differential braking and you are able to stay lined up with the runway. Even with the brake key pressed the whole time, you don't have any problems taking off. You can even let off the full rudder a bit.

 

This will probably still work better than the axis brakes, but be sure to use the X key or "both brakes" button on your joystick.

 

Edit to add: this was in the Stearman with at least 19 knot crosswinds. Not sure what happens in the Maule.

 

Hook

Flight has the best crosswind dynamics on a plane I've yet seen in a simulator. Too bad some of you are still using a mouse. Being a pilot myself what's required on takeoff in this sim is just like in the real would. Now if only they could get crabbing right on approach, crosswind simulation would be all but perfect...

I always assume that the test pilot is a better pilot than I am.

 

Well Ray... it is not based on the test's pilot's skill... again... only what was demonstrated for certification.

 

I am not saying one should... but based on experience and the aircraft and what the surface winds are doing... and I say this from personal experience.

I always assume that the test pilot is a better pilot than I am.

 

I know they are better than me, and I make it a rule never to fly with bold pilots that imagine that they are as capable as a test pilot.

 

 

Sent from my SGH-T679 using Tapatalk 2

I know they are better than me, and I make it a rule never to fly with bold pilots that imagine that they are as capable as a test pilot.

 

Again... this is not about some macho thing thinking one is better than a test pilot. It is about being a safe, competent pilot.

 

There is no imagining involved... it is about hard work and confidence and competence. Safety is always... always... paramount.

Can someone explain why adding aileron on take off or just after landing makes the rudder far more efficient at keeping the center line in crosswind conditions. If the wind is blowing from right to left I use right rudder and mix in left ailerons as and when needed. Is this a practice that would be used in the real world?

You use the ailerons (into the wind) to eliminate drift.... the rudder is used to align the aircraft with the centerline... whatever it takes for each.

 

Btw when you start the takeoff roll, the ailerons should be fully deflected into the wind and let out as necessary.

 

And don't you mean a left crosswind bakka?

Great Ozzie that is what is confusing me. I have found with a right crosswind I use right rudder and left ailerons (stick/wheel left)

Yeah that is bizarre...

 

You have that right crosswind... so one should apply aileron into the wind (to the right) to stop your drifting left...

 

Obviously you don't want to turn... so left rudder to align the plane's nose with the centerline.

 

-Rob

Well Ray... it is not based on the test's pilot's skill... again... only what was demonstrated for certification.

 

I am not saying one should... but based on experience and the aircraft and what the surface winds are doing... and I say this from personal experience.

 

Oh, I understand that those are not crosswind limits on the placard, just information on what's actually been done under controlled circumstances.

 

I've never been involved in total aircraft flight certification (only avionics systems flight certification, and that just from a military program-management point of view), so I'm not really familiar with the FAA process but I expect that the test pilot (an employee of the aircraft builder?) is... encouraged... to maximize the performance of the aircraft. If that's as far as he was willing to take it, I'm going to do some careful consideration of the Operational Risk Management process before I exceed it.

 

Safety third, folks! Safety third!

 

Or, was it first? I forget.

so I'm not really familiar with the FAA process but I expect that the test pilot (an employee of the aircraft builder?) is... encouraged... to maximize the performance of the aircraft.

 

Not at all... just what was demonstrated. This is the point I was trying to make. Not some stupid or arrogant mishandling of the airplane.

 

If that's as far as he was willing to take it, I'm going to do some careful consideration of the Operational Risk Management process before I exceed it.

 

I can understand you weren't razzing me but operating under the above (wrong) assumption.

 

This is usually not something a student working on a PPL is going to have to deal with... as "they" normally have trouble (we all do or did) with crosswinds and will get a limitation in the logbook ("solo up to 7kts x-wind").

 

But as one gains experience and confidence in the airplane they are flying... so something for advanced training or for the pilot to work on.

 

I was only trying to make clear this is not a limitation or max ability of the aircraft... certainly not like a "spins prohibited" placard.

 

You have no idea how many times I have preached not to do something that is not permitted in the POH (hence becoming a test pilot)... you abide (religiously) by the AFM, FARs, Insurance limitations, School / Rental Facility limitations, personal limitations... etc.

 

But a smart pilot works hard at increasing their personal limitations (in light of the above)...

Oh, I understand that those are not crosswind limits on the placard, just information on what's actually been done under controlled circumstances.

 

I've never been involved in total aircraft flight certification (only avionics systems flight certification, and that just from a military program-management point of view), so I'm not really familiar with the FAA process but I expect that the test pilot (an employee of the aircraft builder?) is... encouraged... to maximize the performance of the aircraft. If that's as far as he was willing to take it, I'm going to do some careful consideration of the Operational Risk Management process before I exceed it.

 

Safety third, folks! Safety third!

 

Or, was it first? I forget.

 

You are correct, they ring every once of performance out of the plane when certifying it. And the test pilot could probably out fly 99.9% of the pilots that wind up flying that particular aircraft, in that aircraft. I watched a US Air 727, some years ago, taking off at National Airport in Washington DC, while two other aircraft in front of it, decided to wait out the weather. A front was coming in from the west, and the takeoff was to the north on runway 1. The tower was advising the pilots that the wind was from the west at 19 gusting to 39. Well The US Air Pilot decided he was going to show everyone how gutsy and skilled he was, so he told the tower he was ready for takeoff. ( I was listening to this entire conversation on my hand held aircraft radio). They told him he was cleared for take off, and he went around the corner, rolling, and applied full power. He rolled down the runway and as soon as he started to rotate, he must have applied alot of left aileron, to stop any drift to the right , and his left wing came down and contacted the runway surface, and one of the light stanchions on the left side of the runway. You could actually see a piece of metal come off the tip of the left wing. One of the other waiting pilots, keyed their mike open and made some remark about how he probably would have a welcoming committee when he reached his destination, from the FAA.

 

 

Now here is a test pilot......