Cross wind taxiing controls set for elevon aircraft?

[Voyager]

Been reading through the FAA's Airplane Flying Handbook, and noticed for GA aircraft apparently you're supposed to have the ailerons and elevators set to various positions when you're taxiing in the crosswind. If I'm understanding it right, if the wind is coming from ahead of the wing, roll away, if from behind, roll in and push the nose down.

 

Thing is, the F-14B is larger, very differently shaped, and uses all moving elevons and spoilers rather than conventional ailerons and elevators. Do the cross wind taxi guides even apply to it, and if so are they even the same modes?

 

Thank you,

 

Harry Voyager

[RaisedByWolves]

No. It’s not a light weight GA aircraft.

[r4y30n]

Yeah, the Cat is roughly 30 times the weight of your average Cessna and 3 1/2 times the wing loading (including the pancake).

[Chuck_Henry]

We didn't even do that in the T-6 or T-44 in flight school, and those are much lighter than an F-14. First time I'd even think about crosswinds were as I took the runway for takeoff. I'd align with the centerline and verbalize, "Winds are left to right/right to left," and set aileron into the wind before setting takeoff power. Before that, my hand wasn't even on the stick or the yoke.

[RustBelt]

It’s aileron INTO a headwind, DIVE AWAY from a tail wind. When taxing.

 

And yea, that’s for planes that weigh 70,000 pounds less than a fully loaded Tomcat. A couple AIM-54 weigh more than a light GA aircraft.

[Voyager]

So I'm given to understand you still need it in the WWII era aircraft, which can be pushing the 10 ton line for the big ones, so that leads me to wonder what drives the given cuttoff? Is it controlled primarily by the total weight, or are we looking more at a wing loading controlled factor?

 

As I've me motioned elsewhere, I'm transitioning for WWII era aircaft. Thinks like, 300kt IAS being to slow for an equilibrium power setting immellman and all that...

 

Interestingly enough, just browsing Wikipedia and it sounds like depending on how the wing area is calculated it can be anywhere between 90lbs per square foot to 50 pounds per square foot. With the P-47 having about a 42lbspft^2 wing loading, I'm going to speculate that its the distribution of lift that drives most of the difference. Also tails daggers are 'interesting' to taxi in. So likely smaller effects tend to be more noticable. In fact I think I'm going to revise that again and lay most of the difference being that tail drag gets want to be back end front so anything that disturbs your taxi path is a big deal, but once you've got nose wheel steering, cross winds aren't likely to send you doing looptiloos down the taxi way.

Edited June 9, 2019 by Voyager

[Buschwick]

You have to be VERY mindful of the winds while taxiing. That wind call on T/O clearance is actually for everyone else that's taxiing...so listen and take note. After Navy pilots get carrier qual'd they go to windy taxi school in Miramar. It's a tough one...ejections all day long on the apron.

Edited June 9, 2019 by Buschwick

[sLYFa]

Wow, navy AC must be made of paper then, since I never had problems taxiing in GA aircraft even with 20kn crosswind. You might wanna check your sources on that whole 'windy taxi school in Miramar'. Maybe starting with the fact that Miramar is not used by the USN

[Los]

Taxing in crosswinds as described above (e.g. climb into a tailwind dive away from a tailwind) is a basic flying school skill taught in (in the US at least), General aviation right from the get go. Demonstration of this skill on every taxiing maneuver during your checkrides or examination are required per US FAA airman certification standards.

 

Los

[Voyager]

Wow, navy AC must be made of paper then, since I never had problems taxiing in GA aircraft even with 20kn crosswind. You might wanna check your sources on that whole 'windy taxi school in Miramar'. Maybe starting with the fact that Miramar is not used by the USN[/quote

The Fighter Pilot Podcast had a comment during the F-5 episode that an incident after the one their guest had was what led to a 10kn cross wind limit.

 

As I understand it, it's due to the stress that fighter landing gear gets out under can lead to a blowout under hard landings. Note, it doesn't have to be a 1 out of 100 likelihood to be a significant issue.

[RustBelt]

So I'm given to understand you still need it in the WWII era aircraft, which can be pushing the 10 ton line for the big ones, so that leads me to wonder what drives the given cuttoff? Is it controlled primarily by the total weight, or are we looking more at a wing loading controlled factor?

 

As I've me motioned elsewhere, I'm transitioning for WWII era aircaft. Thinks like, 300kt IAS being to slow for an equilibrium power setting immellman and all that...

 

Interestingly enough, just browsing Wikipedia and it sounds like depending on how the wing area is calculated it can be anywhere between 90lbs per square foot to 50 pounds per square foot. With the P-47 having about a 42lbspft^2 wing loading, I'm going to speculate that its the distribution of lift that drives most of the difference. Also tails daggers are 'interesting' to taxi in. So likely smaller effects tend to be more noticable. In fact I think I'm going to revise that again and lay most of the difference being that tail drag gets want to be back end front so anything that disturbs your taxi path is a big deal, but once you've got nose wheel steering, cross winds aren't likely to send you doing looptiloos down the taxi way.

 

Depends on the aircraft. A High Wing trike is going to have issues with quartering tailwinds.

 

Tail Draggers since they have such a high Angle of Attack when sitting will have Quartering headwind issues as well as weathervane issues.

[sLYFa]

The Fighter Pilot Podcast had a comment during the F-5 episode that an incident after the one their guest had was what led to a 10kn cross wind limit.

 

As I understand it, it's due to the stress that fighter landing gear gets out under can lead to a blowout under hard landings. Note, it doesn't have to be a 1 out of 100 likelihood to be a significant issue.

Landing in crosswind is a whole diffetent story than taxiing in crosswind. The OP was about taxiing. Saying that 'there were ejections all day long' is outright BS. I did my PPL in a PA-18, a tail dragger with no tailwheel lock, and it was a pain to taxi, even without wind. But it was still quite manageable even for a rookie pilot. Long story short, if you are driving a 60k lbs fighter across the ramp, any wind that is within TO limits shouldn't be any problem, much less in DCS.

[Spiceman]

You have to be VERY mindful of the winds while taxiing. That wind call on T/O clearance is actually for everyone else that's taxiing...so listen and take note. After Navy pilots get carrier qual'd they go to windy taxi school in Miramar. It's a tough one...ejections all day long on the apron.

 

I cannot believe y’all fell for this....