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control problems in your landing. Conversely, if you point the model down the runway with the wings level in a crosswind,
the model will be drifting across the runway at touchdown (also asking for huge problems). The solution is found in a slip.
During a crosswind landing, you’ll use the rudder to align the nose of the model down the runway and the ailerons to
prevent drift. By using cross control inputs, we can simultaneously counter drift (with a slight bank into the wind - using
part of our lift vector to counter the wind) and maintain runway centerline directionally (with the rudder aligning the nose of
the model with the centerline). The model will, as a result of the bank angle, touchdown with one wing low. It will touch
on one main tire and the tailwheel first and the other tire as the model slows and the downwind wing stops flying.
To practice for crosswind landings, I recommend doing practice crosswind approaches, establishing a crab initially and at
approximately 20-30 feet, transition into a slip. Use the rudder control to align the fuselage directionally with the runway
centerline, and use the bank angle to adjust the planes position laterally to remain over the intended track. As you
approach the runway, execute a go-around. Fly a normal traffic pattern (practicing crabbing throughout the pattern, as if
it’s a crosswind landing, it is also a crosswind in the pattern), and repeat the approach. As you get comfortable flying the
crosswind approach, proceed lower each time. One thing to keep in mind when flying slipping approaches (either for
crosswind purposes or altitude loss) is that there is significantly more drag on the model, so you will notice a higher than
normal rate of descent. You may need to fly the approach with a slight amount of power to reduce the rate of descent.
The crosswind touchdown from a good stabilized crosswind approach is relatively straight- forward. The biggest problems
that most pilots have is remaining on track during the flare, and maintaining directional control during the rollout.
So, let’s fly this. Establish a normal crabbing approach. At 20-30 feet, transition into a slipping attitude, using rudder for
centerline control and bank angle for lateral positioning. As the model crosses through the 3-5 foot altitude range, slowly
close the throttle and initiate the flare. Notice that as the model decelerates in the flare, you will need to increase control
deflections (rudder for directional control, aileron for lateral control–upwind/downwind, and pitch for the flare). This
increasing of control inputs will continue until and, in fact, beyond touchdown. After the model touches down on all three
wheels and begins decelerating, smoothly add full up elevator to ensure good directional control during the rollout.
As a result of the crosswind, there will be a strong tendency for the upwind wing to lift (even during the flare and rollout).
As the model decelerates, it is important to continue to hold the aileron input in to keep the upwind wing down. As usual
in all landings, use the rudder to maintain directional control on the runway.
I hope you have enjoyed this brief instructional supplement for the Aileron Equipped SQuiRT Trainer. Here’s to
blue skies, calm winds, round loops, and soft touchdowns.
Good luck with your new model!
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