if you accidently pick up the down wind wheel too much, a quick movement will drop the wheel back down, and let you get right back int the aileron.. Aileron into the wind uses adverse Yaw to help you stay aligned and reduce rudder required.. thanks for the words!
Excellent. I fly a J3C-65 and while getting my tail wheel certification my last two sessions were with a strong crosswind and varying winds from east to west. West is prevailing where I live and my runway is 32/14. I feel very priveleged to have had somewhat bad February weather while getting certified. If I had learned on soft turf and steady weather I might have had more trouble landing where I'm from. Instead I can take off with nice weather and return later to my home airport and find the weather has changed and still handel it. No problems solo so far but I've heard that if you haven't had a ground loop you will some day. I'm young I can wait. I'm only 78 :-)
Thank you John.. I got slapped around by the stearman a few times, before this really sank in. I ran OFF the runway one time in my sedan by not keeping that adverse yaw in on a ratty day. Have flown with alot of instructors that dont emphasize this enough.. I try to keep enough aileron in that the plane is light on the down wind wheel and heavy on the upwind/tail wheel. and always in the back of my mind, the downwind brake can be "tapped" as a last attempt to straighten it if the wiggle begins.. one wiggle, brake, two wiggles, 2/3 power/go around.. my personal criteria. thanks for watching.. I will be doing more videos later this year.. we have had alot of things going outside flying due to covid.. more to follow.. hope to see everyone at OSH..
Thank you, Thank you, Thank you for finally showing people how it should be done. I've been doing that for over 40 years and it's the only way to safely land in a strong crosswind.
your instructor will go over this but you need to learn the 3 point first even in the cross winds, but as your training progresses, they will show you how to wheel land in a cross wind like I show.. good luck with training! I learned in a Decathalon, and citabria.. so fun..
Great video and thanks. I agree with your assessment that the airspeed on final was high. Getting Xwind approach at 60 stabilized to land with minimal ground roll has been difficult for me, particularly when nearing max xwind component and more particularly when gusty. On those rare occasions when it works out, I find the ground roll significantly shorter. Keep the videos coming!
Dwight, Thank you for your input!.. Yes, its a challenge for sure! I will do some more short field stuff soon.. I land at a semi-short field every day at my house. Also, as you get near max XW limits with ratty conditions, you have to increase the speed a little to keep control of the aircraft and have response so we dont get behind the curve and lose responsiveness.. but the Gusty winds force you to add speed so the bottom doesn't fall out on the negative side.. If I needed to land shorter with ratty conditions, I would have flown it steeper on the curve, and maybe slipped as required, and spot stuck landed.. I will do a video on that sometime this summer.. Over trees, short, and gusty is very challenging..Its challenging and can be dangerous to be at the slow end of the curve with gusty conditions, and crosswind controls in at the same time.. Try adding 5mph, and then easing out the power a few seconds earlier.. with crosswind controls in, the speed bleeds quickly.. and dont let anyone talk you into doing 30 flaps in a big crosswind in the Husky In my opinion.. Good Luck and see you out there my friend!
Goose F16 Aviation - Good advice. My farm is about 750 feet hence the challenge to remain steep/slow/stabilized. No wind or headwind I run about 52 to 55. High DA days with xwinds I just go elsewhere or stay in the hangar. Looking forward to your future videos and thanks much for the exchange.
I'm looking for a Husky, that's how I found this video. I like how you emphasized control input, putting the left main down first AND keeping control input engaged until the aircraft is no longer flying. I heard, "Driver 'er on...", and that's it. Drive it all the way to the ground with proper control input and don't just cut the power and let it drop. I don't have any experience with an AOA. Interesting. Thanks for sharing, sir.
GOD6 my wind sock tail will help alot on these light babies but hving split flaps so u can hve 2 setting per side for flaps could help as well w/cross winds on baby bird plane.
windsocks are cheating :).. yes they are great.. we learn to read the trees/water/smoke as bush flyers.. split flaps: that would induce a roll...we just lessen the flaps as the crosswinds increase, so we maintain enough airflow over the wings to have roll control and adverse control: thats what the ailerons are for.. they induce an adverse yaw which lessens the amount of rudder needed to hold it straight.. most ground loops are caused by releasing the aileron into the wind, and centering the rudder on touch down.. that comes back to basic crosswind training.. fly it until its stopped in a crosswind.. never take a gust for granted, Just ask mike patey, he is a fantastic pilot and it happens to the best of them.. been there done that.. I was lucky I flew out of my almost ground loop bunny hop without touching a wing tip or the prop, or smashing the gear on my sedan years ago.. thanks for the comments..
I do a good amount of hard surface landings..just havent posted them. the plane has been moved to a muni airport with a hard surface.. Demoing many landings however chews up the tires.. thus the grass.. I took a break from filming for a bit, but will be back in the future.. thx for asking..
In youtube land there does not seem to be near enough talk about the adverse yaw aileron steering. Thank you for this video. C140 is teaching me some hard lessons on the PPL; lot of respect for anyone who puts the plane where they want in that condition.
Most times when I see a ground loop, its because the pilot centered the stick or yoke, or put in opposite aileron at touch down, instead of staying into the wind with it.. I have seen experienced pilots do this, me included, it takes discipline to stay into the wind.. If you use the aileron as much as you are able without overdoing it and keep feeding it in, that adverse yaw reduces the amount of rudder by a long ways required. I had that pounded into my head at flight school, and by my tailwheel instructor.. he calls it the bicycle landing, mastering the upwind wheel. good luck out there.. Its even more important on asphalt.
@@goose-F16 Just watched this again. So important. That tendency to center the ailerons just before I touch down is so real; then a gust hits and suddenly I am 20 feet right of centerline. Not to mention having the tail blown to leeward on roll-out. Landing on the upwind wheel needs to be the goal. Still working on it. Like you say, the plane is still flying, so don't stop flying it just because you are about to hit (or on) the ground! Keep flying!
@@kwittnebel Excellent.. you have found the key.. keep the controls applied to gain the appropriate response, until they are no longer needed.. the higher the wind the more and longer they need to be in.. I watched a Stearman ground loop at taxi speed in a strong wind for example.. thank you for the words.. fly safe!
Next improvement would b a . That kid w/mini prop hat but already turning so why not hve a mini prop prt of nose cone esp if u can tilt it 45 deg into cross wind.
D, enjoyed this video... will have xwinds today during my lesson... so, good to see an actual Husky encountering these conditions. Well done.... Andrew
The only thing I would add is to have the mental attitude that you're not committed. Regardless of how gnarly it is if you are airborne you're safe, there's nothing to crash into, and especially in gusty conditions the next time around might be a piece of cake if the timing is right.
Marc, yes, as you get nastier winds, you can use less flap.. no different.. however 10 flap and no flap have very little diff, but Yes I have used 10 flap.. flap speed is 80mph. But the aircraft is placard is 15.. which means that above that was not tested.. use at own risk.. speed is life . 207 is a sweetie..
Marc we also practice no flap landings in case we have to reach for the runway in the event of power loss, carrying energy to the flare.. of course everyone should practice diff flap. And energy states.. I have had 2 engine issues requiring an emergency landing. Both of them were no flap landings. Thank you for the comment..g
They are not really comparable even though they are in the same family.. I know people who own both aircraft.. They both perform very well, but of course the 185 series of aircraft have the 520/550 size motors, and have enormous Lift capability.. there is a reason that aircraft is the most popular Float aircraft. The husky's history came from the super cub lineage.. 180hp, vs 250+ for the 185.. The 185 is faster as well.. but the aircraft is also hard to find.. They are both amazing aircraft.. I have a friend with a 550/voyager powered 185, and a husky.. he loves both aircraft.. he travels more in the 185, and does alot of shorter field work in the husky.. If I were to buy another propeller driven aircraft, a 185 would be in the top3 aircraft for me.. fantastic airplane.. just like the husky.. so if you were to choose, you would have to define the type of flying you do.. both are extremely capable. ITs funny, there are really not too many downsides to either.. these two aircraft are my top 5 fav's.. no downside to either.
Great job Goose! Looks like a handful around the threshold. Next time bring Viper. We would love to see that cute little guy in your upcoming vids 😎 Subscribed!
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Great video. I have been flying taildraggers for yrs, always from grass fields,, just started pushing myself to get comfortable with paved strips. That is why I am checking out what others are doing on strong cross winds. My aircraft has NO flaps,, I am curious why you use flaps on windy days as I was taught many yrs ago not to use flaps on strong crosswind days as flaps present more wing area for the wind to weathercock you. Was this old school teaching??? I have been thinking of buying a Cessna 170 and it has flaps. Appreciate any feed back. I am a new subscriber as well. Thx from Canada
Hi Merlin.. good instincts.. as the wind gets stronger I reduce the flaps.. I have 30/20/10.. when the winds get gusty I use 10 or no flap.. If I have the distance to stop.. 20 in the husky provides adequate margin around 15mph winds or maybe more.. if its gusting 20 or more I use 10 or zero.. I learned in a sedan with no flaps.. but I dump them upon landing to glue the plane to the ground.. just keep that aileron in to the point where it feels too much almost.. This video was just a quick demo at a friends request on doing 15 mph winds in his husky.. but alot of people seemed to like it because I address the fundamentals.. speed, pitch, and adverse yaw control to keep the upwind wheel down.. thanks for the comments..goose
@@goose-F16 I never feel comfortable dumping flaps, especially during challenging conditions. I just try to keep that tail up and slow it down ASAP until past transition speed. I see the appeal though.
I would love to know your thoughts on doing a tail low landing in this same environment (not 3 point) but tail low and back on the stick not forward --- I tend to do that the most even in this scenario --
Raj, GREAT QUESTION.. The answer is: IT DEPENDS... Every aircraft is different of course.. What I find in the Husky, that If the winds are Gusting strongly, what can happen is as you are more or less level above the runway in ground effect sliding the Aircraft into a slightly nose high position, you have to survive any Gusts that happen. What you are doing with tail low is just bleeding more speed than I did with a Stick... I dont have an issue with it IF and mean IF, you can flex to sticking it on the runway, but If you get a really strong gust about 6 inches in the air with Higher Angle of Attack, the aircraft can balloon quickly, and worse yet, at high angles, your aileron effectiveness is MUCH less, requiring much more movement to get the roll.. At Lower angle of attack or slightly higher speeds, you have much more control with gust factors. If its a fairly stead state Crosswind, you can three point, and thats what taught in the early husky training.. Tail low is kind of in between a wheel and a 3 point, so, by definition its faster than a 3 point.. But again with Gusty wind conditions, you really need to carry some speed to make sure you dont approach stall speed on the down side of the gust, and to lessen the effects of ballooning on the up gusts. So when a pilot learns to fly the Husky, they will need to be able to do all three landings based on the conditions, and the given circumstances you end up with.. Be able to flex.. If you are a little fast, either stick it, float and wait, or go around.. If you are slow, then power stays in, but the amount of the control deflection is higher to get desired effect.. and if you are tail low, then its kinda in the middle.. I do alot of tail low landings if I end up slow enough, and I do alot of 3 pointers to stay in practice.. But Im a big proponent of putting the aircraft where you want it.. In this video, my aimpoint was 400 ft down the runway because I knew I was going to be fast, and there was 2500 ft, and the turn off is way down. If it were short, I would have been steeper and aiming shorter. I will do another video about your question in the future, so we can keep this discussion going.. GREAT QUESTION.. thank you for asking my friend!!..
At the risk of being the neophyte here, I’d like to chime in. No F-16 time, but close to 1K Husky time. I’ve flown every variant, including the Pup. A long time proponent of "tail low" landings in the Husky, I gotta say that Goose got it right. When you’re "tail low", but still flying the tail, the gust that’s waiting for you to relax, will ruin your day. It’ll get you when you’re not expecting it. Stick it, like Goose and you’re on point and in control, until the tailwheel is firmly on the ground. In a different plane, a 3 point is a good choice, but Husky’s aren’t easy to 3point when solo. I would chastise Goose's airspeed, on final, but I’ve been there and did the same. In the wind, airspeed is your friend.
I am too very tall, if you have long legs, you can put buckets under your heels.. the cockpit is not too bad at all.. the later huskies with the larger door are easier to get into..I cannot remember around 2011 or so when the door got bigger. Im 6.2 myself, and have had 2 of us in there.
@Zack, athe buckets I refer to, are extended foot wells that help alot if you are long legged.. works well.. I dont us the foot well, at 6.2 but a buddy who is 6.4 uses them and he has big feet.. works great..
A little. But it was also very ratty and rough. The cameras stabilize that. I was getting a lot of gust and lifting. One time I overshot a lot and got fast. That’s what you probably saw. If it’s really gusty I set a min speed and keep it above that about half the gust above base. This was not a short field landing either. Just a roll on two point w big crosswind. So I didn’t care if I was a little fast. Thanks for the input.
Curious….nice , really WIDE grass runway….now , one of my rules is land on the center line….not so much here…get on the downwind side of the runway and make your landing across it and minimize the X wind angle…. And personally, I prefer to crab into the wind rather than wing down ….maintain a ground track…straight in or an angled approach……
I always practice spot landing and on a line..I know I can go sideways.. in that video I could have landed going south on the cross runway.. but I wanted to demo the basics of a forward slip into a tail dragger on a line on grass.. and yes I can do it on concrete.. some of the comments are funny.. Im probably north of 4k to 5k landings in my life.. :)
Ailerons Rule: Twice the rudders surface area, twice the leverage & horizontal to the relative wind so mostly UNSTALLED compared to the tiny VERTICAL rudder. RULE OF THUMB: X wind or calm; maintain ailerone PROPORTIONALY & OPPOSITE the needed rudder. Tail winds Captains all. R Bud Fuchs CFI 1507987
Love to see more of husky Tailwheel flying
Great de-brief! Thanks Goose.
Very cool approaching with that bank angle, sticking the stick in the corner really does work! Thanks for the explanation.
if you accidently pick up the down wind wheel too much, a quick movement will drop the wheel back down, and let you get right back int the aileron.. Aileron into the wind uses adverse Yaw to help you stay aligned and reduce rudder required.. thanks for the words!
Excellent. I fly a J3C-65 and while getting my tail wheel certification my last two sessions were with a strong crosswind and varying winds from east to west. West is prevailing where I live and my runway is 32/14. I feel very priveleged to have had somewhat bad February weather while getting certified. If I had learned on soft turf and steady weather I might have had more trouble landing where I'm from. Instead I can take off with nice weather and return later to my home airport and find the weather has changed and still handel it. No problems solo so far but I've heard that if you haven't had a ground loop you will some day. I'm young I can wait. I'm only 78 :-)
Great video. Especially enjoying watching someone else fly a Husky.
Thanks for the vid. 👍🏻
Thank you
At last a pilot who speaks to aileron yaw and actually lands in a slip. Nice work.
Thank you John.. I got slapped around by the stearman a few times, before this really sank in. I ran OFF the runway one time in my sedan by not keeping that adverse yaw in on a ratty day. Have flown with alot of instructors that dont emphasize this enough.. I try to keep enough aileron in that the plane is light on the down wind wheel and heavy on the upwind/tail wheel. and always in the back of my mind, the downwind brake can be "tapped" as a last attempt to straighten it if the wiggle begins.. one wiggle, brake, two wiggles, 2/3 power/go around.. my personal criteria. thanks for watching.. I will be doing more videos later this year.. we have had alot of things going outside flying due to covid.. more to follow.. hope to see everyone at OSH..
Perfect...I have always used this technique....even flying swept wing aircraft.
I am in Love with the Aviat husky. and your de Brief was excellent.
Thx. Get yourself a husky. Fantastic plane. Does everything I want. Very safe and good performer
Thank you, Thank you, Thank you for finally showing people how it should be done. I've been doing that for over 40 years and it's the only way to safely land in a strong crosswind.
Yes sir!.. thank you.. fly it all the way to the chocks!
@@goose-F16 Exactly!!!!!
Nice one thanks for sharing.
Thanks for this! I start training in a Citabria next week!
your instructor will go over this but you need to learn the 3 point first even in the cross winds, but as your training progresses, they will show you how to wheel land in a cross wind like I show.. good luck with training! I learned in a Decathalon, and citabria.. so fun..
Great video and thanks. I agree with your assessment that the airspeed on final was high. Getting Xwind approach at 60 stabilized to land with minimal ground roll has been difficult for me, particularly when nearing max xwind component and more particularly when gusty. On those rare occasions when it works out, I find the ground roll significantly shorter. Keep the videos coming!
Dwight, Thank you for your input!.. Yes, its a challenge for sure! I will do some more short field stuff soon.. I land at a semi-short field every day at my house. Also, as you get near max XW limits with ratty conditions, you have to increase the speed a little to keep control of the aircraft and have response so we dont get behind the curve and lose responsiveness.. but the Gusty winds force you to add speed so the bottom doesn't fall out on the negative side.. If I needed to land shorter with ratty conditions, I would have flown it steeper on the curve, and maybe slipped as required, and spot stuck landed.. I will do a video on that sometime this summer.. Over trees, short, and gusty is very challenging..Its challenging and can be dangerous to be at the slow end of the curve with gusty conditions, and crosswind controls in at the same time.. Try adding 5mph, and then easing out the power a few seconds earlier.. with crosswind controls in, the speed bleeds quickly.. and dont let anyone talk you into doing 30 flaps in a big crosswind in the Husky In my opinion.. Good Luck and see you out there my friend!
Goose F16 Aviation - Good advice. My farm is about 750 feet hence the challenge to remain steep/slow/stabilized. No wind or headwind I run about 52 to 55. High DA days with xwinds I just go elsewhere or stay in the hangar. Looking forward to your future videos and thanks much for the exchange.
@@goose-F16 what flaps setting were you at (in degrees)?
@@dabneyoffermein595 this one was 20 degrees.. the husky has 10, 20, 30. so basically half flap
Thanks for that. I'm trying to master a Luscombe, and every little thought helps.
I'm looking for a Husky, that's how I found this video. I like how you emphasized control input, putting the left main down first AND keeping control input engaged until the aircraft is no longer flying. I heard, "Driver 'er on...", and that's it. Drive it all the way to the ground with proper control input and don't just cut the power and let it drop. I don't have any experience with an AOA. Interesting. Thanks for sharing, sir.
Bill, where do you live, what city? we are up around the Michiana area.
we always help guys find huskies..
@@goose-F16 I’m in Texas near Fort Worth.
@@billhogg9287 shoot me an email with contact info.. the email is in my About section..
GOD6 my wind sock tail will help alot on these light babies but hving split flaps so u can hve 2 setting per side for flaps could help as well w/cross winds on baby bird plane.
windsocks are cheating :).. yes they are great.. we learn to read the trees/water/smoke as bush flyers.. split flaps: that would induce a roll...we just lessen the flaps as the crosswinds increase, so we maintain enough airflow over the wings to have roll control and adverse control: thats what the ailerons are for.. they induce an adverse yaw which lessens the amount of rudder needed to hold it straight.. most ground loops are caused by releasing the aileron into the wind, and centering the rudder on touch down.. that comes back to basic crosswind training.. fly it until its stopped in a crosswind.. never take a gust for granted, Just ask mike patey, he is a fantastic pilot and it happens to the best of them.. been there done that.. I was lucky I flew out of my almost ground loop bunny hop without touching a wing tip or the prop, or smashing the gear on my sedan years ago.. thanks for the comments..
Excellent stuff bro
Great video sir. Thank you!
Great Video! - Thanks for sharing this!
Thank you Raj! You were the inspiration for this.. Thank you for asking and trusting me to do this!.. More to come!
Now let’s go find a hard service runway and practice there
I do a good amount of hard surface landings..just havent posted them. the plane has been moved to a muni airport with a hard surface.. Demoing many landings however chews up the tires.. thus the grass.. I took a break from filming for a bit, but will be back in the future.. thx for asking..
In youtube land there does not seem to be near enough talk about the adverse yaw aileron steering. Thank you for this video. C140 is teaching me some hard lessons on the PPL; lot of respect for anyone who puts the plane where they want in that condition.
Most times when I see a ground loop, its because the pilot centered the stick or yoke, or put in opposite aileron at touch down, instead of staying into the wind with it.. I have seen experienced pilots do this, me included, it takes discipline to stay into the wind.. If you use the aileron as much as you are able without overdoing it and keep feeding it in, that adverse yaw reduces the amount of rudder by a long ways required. I had that pounded into my head at flight school, and by my tailwheel instructor.. he calls it the bicycle landing, mastering the upwind wheel. good luck out there.. Its even more important on asphalt.
@@goose-F16 Just watched this again. So important. That tendency to center the ailerons just before I touch down is so real; then a gust hits and suddenly I am 20 feet right of centerline. Not to mention having the tail blown to leeward on roll-out. Landing on the upwind wheel needs to be the goal. Still working on it. Like you say, the plane is still flying, so don't stop flying it just because you are about to hit (or on) the ground! Keep flying!
@@kwittnebel Excellent.. you have found the key.. keep the controls applied to gain the appropriate response, until they are no longer needed.. the higher the wind the more and longer they need to be in.. I watched a Stearman ground loop at taxi speed in a strong wind for example.. thank you for the words.. fly safe!
Next improvement would b a . That kid w/mini prop hat but already turning so why not hve a mini prop prt of nose cone esp if u can tilt it 45 deg into cross wind.
👍. Stearman pilot never landed on grass. "Getting thru that transition as quick as you can." Amen
We met this past week near the c47 at SnF... great vid thx
Awesome meeting you.. look forward to flying with you someday!
@@goose-F16 ps: if all the moons come together, Kent and I are headed to PHX to pick up a Husky
D, enjoyed this video... will have xwinds today during my lesson... so, good to see an actual Husky encountering these conditions. Well done.... Andrew
Excellent!👍🏼👍🏼
Good lesson👨✈️
Wait...you're supposed to use the rudder on landing? Asking for a 172 pilot friend of mine.
The only thing I would add is to have the mental attitude that you're not committed. Regardless of how gnarly it is if you are airborne you're safe, there's nothing to crash into, and especially in gusty conditions the next time around might be a piece of cake if the timing is right.
You said 20 flaps, we used no flaps on the 207 and we could routinely easily manage 30 kts direct.
Marc, yes, as you get nastier winds, you can use less flap.. no different.. however 10 flap and no flap have very little diff, but Yes I have used 10 flap.. flap speed is 80mph. But the aircraft is placard is 15.. which means that above that was not tested.. use at own risk.. speed is life . 207 is a sweetie..
Marc we also practice no flap landings in case we have to reach for the runway in the event of power loss, carrying energy to the flare.. of course everyone should practice diff flap. And energy states.. I have had 2 engine issues requiring an emergency landing. Both of them were no flap landings. Thank you for the comment..g
Please, could you say something about a Cessna A 185 F vs a Husky ?
They are not really comparable even though they are in the same family.. I know people who own both aircraft.. They both perform very well, but of course the 185 series of aircraft have the 520/550 size motors, and have enormous Lift capability.. there is a reason that aircraft is the most popular Float aircraft. The husky's history came from the super cub lineage.. 180hp, vs 250+ for the 185.. The 185 is faster as well.. but the aircraft is also hard to find.. They are both amazing aircraft.. I have a friend with a 550/voyager powered 185, and a husky.. he loves both aircraft.. he travels more in the 185, and does alot of shorter field work in the husky.. If I were to buy another propeller driven aircraft, a 185 would be in the top3 aircraft for me.. fantastic airplane.. just like the husky.. so if you were to choose, you would have to define the type of flying you do.. both are extremely capable. ITs funny, there are really not too many downsides to either.. these two aircraft are my top 5 fav's.. no downside to either.
@@goose-F16 Thank you very much. And you can fly with some friends in the 185.
Great job Goose! Looks like a handful around the threshold. Next time bring Viper. We would love to see that cute little guy in your upcoming vids 😎 Subscribed!
Patrick Frost I definitely need viper in there to help me land :). Great hearing from you buddy!
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Great video. I have been flying taildraggers for yrs, always from grass fields,, just started pushing myself to get comfortable with paved strips. That is why I am checking out what others are doing on strong cross winds. My aircraft has NO flaps,, I am curious why you use flaps on windy days as I was taught many yrs ago not to use flaps on strong crosswind days as flaps present more wing area for the wind to weathercock you. Was this old school teaching??? I have been thinking of buying a Cessna 170 and it has flaps. Appreciate any feed back. I am a new subscriber as well. Thx from Canada
Hi Merlin.. good instincts.. as the wind gets stronger I reduce the flaps.. I have 30/20/10.. when the winds get gusty I use 10 or no flap.. If I have the distance to stop.. 20 in the husky provides adequate margin around 15mph winds or maybe more.. if its gusting 20 or more I use 10 or zero.. I learned in a sedan with no flaps.. but I dump them upon landing to glue the plane to the ground.. just keep that aileron in to the point where it feels too much almost.. This video was just a quick demo at a friends request on doing 15 mph winds in his husky.. but alot of people seemed to like it because I address the fundamentals.. speed, pitch, and adverse yaw control to keep the upwind wheel down.. thanks for the comments..goose
@@goose-F16 I never feel comfortable dumping flaps, especially during challenging conditions. I just try to keep that tail up and slow it down ASAP until past transition speed. I see the appeal though.
I would love to know your thoughts on doing a tail low landing in this same environment (not 3 point) but tail low and back on the stick not forward --- I tend to do that the most even in this scenario --
Raj, GREAT QUESTION.. The answer is: IT DEPENDS... Every aircraft is different of course.. What I find in the Husky, that If the winds are Gusting strongly, what can happen is as you are more or less level above the runway in ground effect sliding the Aircraft into a slightly nose high position, you have to survive any Gusts that happen. What you are doing with tail low is just bleeding more speed than I did with a Stick... I dont have an issue with it IF and mean IF, you can flex to sticking it on the runway, but If you get a really strong gust about 6 inches in the air with Higher Angle of Attack, the aircraft can balloon quickly, and worse yet, at high angles, your aileron effectiveness is MUCH less, requiring much more movement to get the roll.. At Lower angle of attack or slightly higher speeds, you have much more control with gust factors. If its a fairly stead state Crosswind, you can three point, and thats what taught in the early husky training.. Tail low is kind of in between a wheel and a 3 point, so, by definition its faster than a 3 point.. But again with Gusty wind conditions, you really need to carry some speed to make sure you dont approach stall speed on the down side of the gust, and to lessen the effects of ballooning on the up gusts. So when a pilot learns to fly the Husky, they will need to be able to do all three landings based on the conditions, and the given circumstances you end up with.. Be able to flex.. If you are a little fast, either stick it, float and wait, or go around.. If you are slow, then power stays in, but the amount of the control deflection is higher to get desired effect.. and if you are tail low, then its kinda in the middle.. I do alot of tail low landings if I end up slow enough, and I do alot of 3 pointers to stay in practice.. But Im a big proponent of putting the aircraft where you want it.. In this video, my aimpoint was 400 ft down the runway because I knew I was going to be fast, and there was 2500 ft, and the turn off is way down. If it were short, I would have been steeper and aiming shorter. I will do another video about your question in the future, so we can keep this discussion going.. GREAT QUESTION.. thank you for asking my friend!!..
At the risk of being the neophyte here, I’d like to chime in. No F-16 time, but close to 1K Husky time. I’ve flown every variant, including the Pup. A long time proponent of "tail low" landings in the Husky, I gotta say that Goose got it right. When you’re "tail low", but still flying the tail, the gust that’s waiting for you to relax, will ruin your day. It’ll get you when you’re not expecting it. Stick it, like Goose and you’re on point and in control, until the tailwheel is firmly on the ground. In a different plane, a 3 point is a good choice, but Husky’s aren’t easy to 3point when solo.
I would chastise Goose's airspeed, on final, but I’ve been there and did the same. In the wind, airspeed is your friend.
Goose, I actually have a question about the Husky in general. How is the cockpit size? I am 6'2" and wondering if it would be a tight fit.
I am too very tall, if you have long legs, you can put buckets under your heels.. the cockpit is not too bad at all.. the later huskies with the larger door are easier to get into..I cannot remember around 2011 or so when the door got bigger. Im 6.2 myself, and have had 2 of us in there.
@Zack, athe buckets I refer to, are extended foot wells that help alot if you are long legged.. works well.. I dont us the foot well, at 6.2 but a buddy who is 6.4 uses them and he has big feet.. works great..
Is this 3NP?
different plane..
Certainly a nice landing, but I'm surprised how much you oscillate the throttle input back and forth many times between the 3:00 and 3:20 marks or so.
A little. But it was also very ratty and rough. The cameras stabilize that. I was getting a lot of gust and lifting. One time I overshot a lot and got fast. That’s what you probably saw. If it’s really gusty I set a min speed and keep it above that about half the gust above base. This was not a short field landing either. Just a roll on two point w big crosswind. So I didn’t care if I was a little fast. Thanks for the input.
Goose I'm a fellow AA guy (CLT base) and I just bought a A-1-C on amphibs. I'd like to talk sometime? Maybe fly a little if you get a CLT trip?
You bet... Im not an amphib guy but I know plenty who are... look me up on email on here or on TASC text.
Curious….nice , really WIDE grass runway….now , one of my rules is land on the center line….not so much here…get on the downwind side of the runway and make your landing across it and minimize the X wind angle….
And personally, I prefer to crab into the wind rather than wing down ….maintain a ground track…straight in or an angled approach……
I always practice spot landing and on a line..I know I can go sideways.. in that video I could have landed going south on the cross runway.. but I wanted to demo the basics of a forward slip into a tail dragger on a line on grass.. and yes I can do it on concrete.. some of the comments are funny.. Im probably north of 4k to 5k landings in my life.. :)
20’ Flaps ON DOWNWIND! ………. and don’t touch’em again ! AND Stick that AILERON and Don’t give it back!
THANK YOU!!! 👏🏻👏🏻👏🏻👏🏻👏🏻
Great vid, high quality. Crosswind kept you busy right to the end. Thanks for sharing! 👍🏻🇺🇸
FLY NAVY👨✈️😎
Ailerons Rule:
Twice the rudders surface area, twice the leverage & horizontal to the relative wind so mostly UNSTALLED compared to the tiny VERTICAL rudder.
RULE OF THUMB: X wind or calm; maintain ailerone PROPORTIONALY & OPPOSITE the needed rudder.
Tail winds Captains all.
R Bud Fuchs CFI 1507987
Gusty crosswind requiring a wheel landing? I don’t use flaps. They’re just more surface area for the crosswind to act against.
as it gets worse reduce the flaps yes.. but this was a demo of 20 degree.. if it gets really bad, zero flap and +10kts , and fly it on.
I taught him how to do that 🤥
Gary, you sure did! You taught me how to Fly RC Planes 40 years ago... same idea... Great Hearing from you!
What limit?demonstrated crosswind isn’t a limitation
15kt demonstrated in the Husky.. it was right there but I wanted to demo 20 flap to show it can be done.