1 hour ago, Stearmandriver said:

I promise you it's correct.  While the forces you describe are real, they are minor compared to the dramatic increase in weathervaning tendency that occurs if the pilot allows the upwind wing to rise even a little. 

In a taildragger, there's no better way to lose directional control in a crosswind than to fail to use enough stick into the wind.  Yes, directional control is primarily maintained with rudder, but without enough stick into the wind you can easily find yourself in a situation where you don't have enough rudder authority to counteract a sudden weathervane.  More aileron into the wind - if you're quick enough - will save this situation. 

It's less critical but still applicable in tricycle gear aircraft.  It's even noticeable in a 737; if you find yourself really fighting for centerline control, it's usually a clue you need a little more aileron into the wind.  This comes with more negatives in an airplane with aileron/spoiler coupling, but when you need it, you need it. 

You're right Stearmandriver !!! ( I just edited my previous post  )

OFC I forgot that under such circumstances, and specially if not yet in contact with the ground, adverse yaw effect will be more effective.

Yet, this is a temporary effect and varies considerably between aircraft.

In a glider, with it's "huge" aspect ratio, that effect will be very noticed, but unfortunately on most gliders we really have to be carefull regarding the use of low wing in the wind...

Edited December 7, 20214 yr by jcomm

12 minutes ago, jcomm said:

You're right !!!

OFC I forgot that under such circumstances, and specially if not yet in contact with the ground, adverse yaw effect will be more effective.

Yet, this is a temporary effect and varies considerably between aircraft.

In a glider, with it's "huge" aspect ratio, that effect will be very noticed, but unfortunately on most gliders we really have to be carefull regarding the use of low wing in the wind...

And that makes sense, thanks for explaining! I've never flown a glider; always wanted to do it, but not yet.  So I'm still clueless about them. But yes with those long wings and low gear, I see the concern! 

For me taking off in a xcub (ANY PLANE WITH A TAIL WHEEL) is a bit messy during any condition but mostly during high winds. The plane turns and as I want to stay on the centerline the rudder seems to be very agressive and minimal rudder movement is exaggerated. I have changed the sensitivity settings and lubricated my pedals with different types of grease to smoothen them out but still the takeoffs are a bit messy. 

5 minutes ago, EventHorizon said:

For me taking off in a xcub (ANY PLANE WITH A TAIL WHEEL) is a bit messy during any condition but mostly during high winds. The plane turns and as I want to stay on the centerline the rudder seems to be very agressive and minimal rudder movement is exaggerated. I have changed the sensitivity settings and lubricated my pedals with different types of grease to smoothen them out but still the takeoffs are a bit messy. 

Indeed @EventHorizon that's a problem inherited from the legacy taildrager FM that gives max drag to the tailwheel while in contact with the ground. As soon as it lifts, all forces suddenly come to play 😕

Together with some twitchiness experienced by some aircraft it turns takeoff and landing too tricky, with amplification of effects that are easier to tame in RL, and OTOH hidding some effects that aren't ( yet ) modelled.

Agree that directional control is very difficult compared to real airplane. My RL Cherookee is very easy to control in RW up to 15 knots but in MSFS, it’s very difficult to have a stable take-off even with proper aileron and rudder placement. This effect need to be reduced. Same for taxi in high wind. The normal procedure to place aileron to counteract rear wind do not work.

19 minutes ago, kama2004 said:

Agree that directional control is very difficult compared to real airplane. My RL Cherookee is very easy to control in RW up to 15 knots but in MSFS, it’s very difficult to have a stable take-off even with proper aileron and rudder placement. This effect need to be reduced. Same for taxi in high wind. The normal procedure to place aileron to counteract rear wind do not work.

The ideal, IMO, would be to have ground and aerodynamics models that could model it without "tricks" such as those presently in use in MFS, DCS and X-plane, where the x-wind components, or the full wind vector intensity get massaged near the ground.

An big airliner will have it's tail well exposed to the high x-wind components already free from friction near the ground, or even bellow 30 feet, the tail tip being aroun 63 feet above the ground ...