crosswind controls, limits and techniques

[walter]

I need to know the max crosswind component for the varieze. I did not see it in the POH. Also, what are some techniques you varieze drivers are using for crosswind takeoffs and landings (i.e. rudder, differential braking and bank)?

Walter

[cloudman]

I have always thought that my Varieze was the greatest in a crosswind takeoff. Unlike other aircraft the EZ as soon as airborne weathervanes into the wind automatically and continues right down the runway. However, after I had installed too many lifting devices eg. large wing fences along with LongEz lower winglets, my plane would actually head upwind.....so cutting the size of the wing fences down from their very large original size got me back to straight down the runway again.

As far as final approach and landing I hold a sight bit of rudder into the wind if necessary and then use the rudder to get it straight just before touchdown. I can not tell you about whether a Long or Cozy will do the same. I did fly a Cozy for a few hours long ago, but do not recall dealing with any strong crosswinds. I expect that I have landed in direct crosswnids of at least 20mph with this method.

[Jack]

I need to know the max crosswind component for the varieze. I did not see it in the POH. Also, what are some techniques you varieze drivers are using for crosswind takeoffs and landings (i.e. rudder, differential braking and bank)?

Walter

In the Long I have landed with 20 knots at 90 degrees. It's a lil dicey, carry power, 10 plus knots extra speed, wing down and top rudder. Now takeoff, another 10 knots and pop it off quickly. You don't want to drag the nose gear or a main.

Another consideration when landing if your using serious braking and have wheel pants. Double check you haven't trapped heat in the strut and ventilate it if required.

One trick of the trade, look for a building or something large to block the crosswind and land there.  Tis a trick I used in the Azores with a 40 odd knot crosswind one day.

Your working the power and controls right down to the bitter end with a serious crosswind.

Jack

[Drew]

Crosswind techniques are not much different for EZs.  One exception would be takeoff since you have the combination of a castering nosewheel and no prop flow over the tails.

In a stiff crosswind TO, you need to keep the nose straight but at the same time let the aircraft accelerate without you dragging the brake too much.  At the beginning of the roll, I jab the brakes as required (aircraft accels between jabs) unil the aircraft gets fast enough for rudder authority--at which time I hold enough rudder without engaging the brake.

If you are taking off from a long and wide runway (with a very stiff crosswind---beyond limits), you can line up on the downwind side, jab the brakes thru the initial takeoff roll, and let the aircraft move towards the upwind side of the runway.  This lets the aircraft get a little bit more acceleration (shorter takeoff roll) and saves the downwind brake somewhat.

[walter]

Thanks guys! I am trying to model the flight characteristics of the varieze for X-plane in anticipation of my first few flights. Do you have personal crosswind maximums? Does the upwind wing drop much at rotation if you use bank to kill the drift at takeoff? If so, how much?

[Velocity_Russia]

At first Long-EZ takeoff we have about 23 knots crosswind. I have no expirience on Long-EZ at this time, but several hour on Velocity. Just after me, my friend with no any canard expirience do it and I just control situation from back seat. I have maximum crossind for landing 32-35 knots witn no any troubles one year ago. For my expirience canard planes is more stable and easy to operate in crosswinds.