CROSSWIND OPERATIONS

CROSSWIND TAKEOFF - It is important to establish and maintain the proper amount of crosswind correction before take-off.  Apply aileron pressure toward the upwind wing to keep the wing from rising and apply rudder pressure as needed to prevent weathervaning.  As the tailwheel is raised off the runway, the holding of aileron control into the wind may result in the downwind wing rising and the downwind main wheel rising off the runway first, with the remainder of the takeoff roll being made on one wheel.  This is acceptable and is preferable to side-skipping.  If a definite crosswind exists, the main wheels should be left on the ground slightly longer than in a normal takeoff so that a smooth but definite takeoff can be made.  This procedure will allow the plane to leave the ground under more positive control so that it will definitely remain airborne while establishing drift control.  More importantly,  it will avoid imposing side loads on the landing gear and prevent possible damage from the plane settling back on the runway while drifting.  As both wheels leave the runway and ground friction no longer resists drifting, the plane will slowly be carried sideways with the wind until proper drift control is established.

CROSSWIND LANDING - If the crab method of drift control has been used during approach and flair, the crab must be removed before touchdown by applying rudder to align the longitudinal axis of the plane with the direction of travel.  This requires timely and accurate action.  Failure to accomplish this results in severe side loads being imposed on the landing gear and imparts ground looping tendencies.  If the wing-low method of crosswind correction is used (Aileron into the wind and opposite rudder) should be held throughout the flare, and the touchdown made on the upwind main wheel.  During gusty or high wind conditions, prompt adjustments must be made in the crosswind correction so the plane does not drift as it touches down.  As the forward speed decreases after touchdown, the weight of the plane will cause the downwind main wheel to touchdown.  An adequate amount of power should be used throughout the touchdown to maintain proper airspeed, and the throttle retarded after the wheels touch down.  Care must be taken not to close the throttle before touchdown because it could cause a sudden increase in sink rate resulting in a hard landing.

CROSSWIND AFTER-LANDING ROLL - Particularly during the after-landing roll, special attention should be paid to maintaining directional control using rudder and tailwheel steering, while keeping the upwind wing from rising by using aileron.

    Characteristically, an airplane has a greater profile, or side area, behind the main wheels than in front of them.  With the main wheels acting as a pivot point and the greater surface area exposed to the crosswind behind the pivot point, the plane will tend to turn or weathervane into the wind.  This weathervaning tendency is more pronounced in a tailwheel because more of the plane's surface area is behind the main wheels in a tailwheel than in a tricycle gear plane.

    Pilots should be familiar with the crosswind component of each plane they fly, and avoid operations in conditions that exceed the capability of the airplane or their own limitations.

    While the plane is decelerating during the after-landing roll, more aileron must be applied to keep the upwind wing from rising.  Since the wing is slowing down, there is less flow around the ailerons and they become less effective.  At the same time the, the relative wind is becoming more of a crosswind and exerting a greater lifting force on the upwind wing.  As the plane comes to a complete stop, the upwind aileron will be held fully toward the wind.