Hi Folks,
    Happy March. By this time most members are aware of the rate structure that the club approved at the last meeting. I also mentioned the fly-over of the pits during the last club meeting. Well, that was not an isolated event, as it has happened again. I've heard from several folks that the problem is crosswinds, which are with us this time of year. As long as these winds are not excessive (every pilot make the determination of when they get excessive for them), flying and especially landing, can continue.

    I found the following web based article that deals with the subject:

   Over the past year, I’ve heard a number of comments regarding taking off and landing in crosswinds. Many of these pilots ground themselves if the wind is blowing across the runway. This is unfortunate because this difficulty can be overcome with understanding and practice of crosswind operation. The first ingredient for successful operations is adequate rudder. Your rudder can’t be too large, but it can be too small. Usually kits have an adequate amount, but you should be looking at 40-50% of the total verticalflying surface for excellent response. This should handle crosswinds in the 12-15 mph range.

   The other, and most important element is pilot input. In full-scale flight, pilots are taught three distinctive techniques; crab, cross-controls, and a combination of both. These techniques apply to models as well.

   CRAB: This is the most simple to perform. You turn the aircraft into the wind to maintain a straight-line track coincident to the runway centerline. This is accomplished immediately after rollout approach on final for landing. This track is maintained with small corrections until landing. At touchdown, rudder is used to straighten the ground path and (most important) aileron is applied as if to bank into the wind and held until rollout is complete.

   CROSS CONTROL: This is definitely more difficult, but more professional and personally rewarding. After rolling out on final approach, apply and hold aileron into the crosswind with sufficient opposite rudder to maintain aircraft heading aligned with control more difficult. So, start out with 1/8 to 1/4 application of each stick (again, aileron into the crosswind, rudder opposite, and you are cross-controlling). Apply enough aileron to maintain track to the runway and continue to hold it, gradually increasing the amount if necessary, until landing is complete. As with crabbing, rudder control used for steering after all wheels have touched down. For touchdown in a crosswind, do not flare as much. Fly the model onto the ground while retarding the throttle. Remember, do not stop flying the aircraft until it comes to a complete stop.

   COMBINATION: Uses both techniques with less amounts of each.

   There are two more areas of crosswind operations that I would like to comment on. These are taxing and takeoff. In many ways, the same considerations are given for wind direction and velocity.

   TAXIING: Those of you who have flown full-scale, light aircraft are instructed to know the direction and intensity of the winds before taxing. This not only confirms the runway in use, but provides you with information for safe ground taxi. Control input while taxing in a light aircraft is extremely important for control, and in extreme cases of wind, keeping the wheels on the ground. The same considerations apply to our models, especially the light, high-wing types. The whole idea is to apply control input to keep all wheels planted firmly on the ground. For example, if you are taxing into the wind with a tail dragger, apply aftstick to keep positive pressure on the tailwheel. The reverse applies to a tricycle gear. In a tailwind, use forward stick, for the conventional and aft stick for trike. For crosswinds, apply aileron into the wind. From an aerodynamic standpoint, you are shaping the control surfaces to give you a lift advantage, however slight it may be.

    TAKEOFF: Like it or not, cross controlling is the only way to make a safe, straight, good-looking takeoff. You have done it many times but may not have thought of it in those terms. A good technique is to taxi to (using the techniques above) and lineup on the runway centerline. Before increasing the throttle, think about using the ailerons to keep the wings level and the rudder to track straight through the takeoff. Initially, apply about one-half aileron stick into the crosswind. As you increase throttle, the aircraft picks up speed which means the controls are generating more and more lift. With the increase in lift, less and less aileron is needed. Meanwhile, continue to track straight with rudder. As the aircraft cleanly breaks ground, keep the wings level, and use enough elevator for a consistent rate a climb. Slowly take out all rudder and continue your flight. Congratulations, you looked great! 

   Although somewhat confusing and thought provoking at first, talk yourself through these techniques, then give it a fair chance with practice. 

   Remember, the two most important maneuvers of flight are takeoff and landing. 

   That's it for this month - I hope to see you at the March club meeting.  Until then, keep the oily side down when landing. Bill.

   The next meeting of the MMRCC is scheduled for March 4, 2004 at 7:00 P.M. The meeting will be held at the Northrop Grumman facility Personnel are required to sign-in and sign out for security purposes.

   Remember, Dues are now due. Please see Tom Fenn or mail to him with the current 2004 application.     See you at the meeting.          Will