BigDuke6ixx

That's just the stronger crosswind increasing the easterly drift and nothing to do with a crosswind wind induced slip angle to the relative wind. The crosswind is bowing the tail around it's just causing the plane to drift.

Well then, doubling the wind strength should double this angle according to your new theory. Anyway, it doesn't work like that because your theory is completely wrong.

There is a bit of equipment in the A10 that continually works out the wind. It does this by combining information from other instruments and displays crosswinds via a displaced hud. There is no side slip or uncommanded yaw produced by a steady crosswind, the force of the relative wind and directional stability prevent this draggy state from developing on its own. Only control input and the transient effects from gusts and turbulence can put the aircraft in this state. Your evidence is wrong, your observations are woeful and your source material is either irrelevant or you have misinterpreted it completely. You should stop being a dick and just hold your hand up.

The is no yaw to the relative wind once direction stability has been reached.

You got it. And fair play for being man enough to hold your hand up.

The relative wind is always opposite to the direction of flight. A crosswind does not change the relationship between the direction of flight and the relative wind. The wind correction angle is added to take account of drift in relation to the ground caused by the crosswind. A crosswind does not push harder against the tail and no cross control inputs are required to counter this. This is an issue that only exists in some people's minds.

If he put in some rudder trim he would also have to put in opposite ailerons to stay wings level. No one flies like that accept while landing etc. There is no need to use these control corrections because there is nothing to correct against. Go email a flying school about this and they will put you right.

What does the wind do? The crosswind does not push harder against the tail. Ask any instructor. And I don't see why the word of a 777 driver isn't good enough for you. Anyway, you email a flying school and ask them.

Why are you lecturing windy? He is 777 pilot with 10,000hrs. Please show some respect to pro pilots and the laws of physics. I bet you $1,000US that if you took your conclusions to an instructor at any flight school they would 'just laugh'. Want to put your money where your keyboard is?

All the crosswind does to a flying plane is push it in the direction its going at the speed its going. It doesn't blow the tail more that the nose. It's an issue for takeoff, landing and navigation.

It won't be there. You really, truly, don't know what you're talking about. This theory of yours will only lead you to more silliness, like the notion some have that a 20kt headwind increases airflow over the wing of a plane flying into it by 20kt. It doesn't, it just reduces the ground speed by 20kt. And if a 20kt headwind was to suddenly appear, it would just produce a transient effect not a sustained one.

This is a navigation issue. Your 737, cessna and A10, all flying in a 20kt crosswind, all three will be pushed in the direction the crosswind is blowing at 20kt. It's a 20kt crosswind after all!

It spawns with a heading of 347 then wanders about a bit before heading to north. There's no weathervaning into the crosswind on that tape.

On the track you posted, there's a big disturbance in pitch, yaw and roll right at the beginning, it then settles on a heading of 347, before wandering north, getting to about 359, then, just as it seems to start back west, the tape ends. I see nothing that proves your new theory, nothing at all.

I've viewed it and the plane is just heading, with a bit of wandering back and forth, in the direction it started. Tape ends as the heading wanders to the north and starts back to the west. All it does is prove you wrong...again.

And your results are? And your conclusion is?

He wasn't complaining about this transient effect, he was complaining about the sustained, turn inducing wing drop due to asymmetric payload with no trim applied, which he thought was an autopilot mode. What we have said is that these transient effects from the crosswind go away once the plane speeds up and gains its full directional stability from its relative wind (which we measure as airspeed). You, OTOH, have continued to claim that these effects are permanent all the time there is a crosswind component. You even draw a diagram of a cross country flight showing how such an effect would need to be countered with opposite rudder and aileron for the duration of the flight at that heading.

This is what they won't accept. They insist that a crosswind pushes harder against the tail than the nose of a plane in free flight. We really aren't talking about the same thing, it's just that they just don't understand the fundamentals.

A plane is flying north at 2,000ft, airspeed is 250, there is a 20kt crosswind from the west. Answer Yes or no: Do you still insist that the crosswind is pushing harder against the tail than the nose and that opposite rudder and aileron needs to be applied (as per your diagram) for the duration of the fight north to counter this rotational force you claim is present? If the answer is 'no', then end of discussion and you are admitting you were wrong.

As I thought, you didn't understand what he wrote, but agreed with him even though he is saying the opposite to you. Also, the NASA rocket data is not applicable. Finally, wind speed doesn't affect airspeed, apart from the transient effects from gusts. You even posted a video that proves you are wrong about this.

You admit you were wrong then?

Yes, planes in flight do NOT weathervane into the wind (wind being the direction the air mass is moving in relation to the ground) which is what some are claiming. neilwills, for example, claims that a crosswind pushes harder against the tail of a plane than the nose in flight and caused the plane to yaw into wind. He is wrong.

Not correct. The only thing affected by the crosswind is groundspeed and ground track. The fact the air mass is moving in relation to the ground is only a navigational issue and the aerodynamics of how the reletive wind (what we measure as airspeed) passes over the plane remain unaffected. The crosswind does NOT push harder against the tail than the nose in flight, like it does on the ground. I'll bet my house on that. How sure are you?

Yes, but not an answer to my question.

Yes or no: does a plane that wants to hold a north heading, flying with a crosswind from the north west, have to be cross controlled to hold its north heading? i say no, no sideslip is required.