Multi Engine crosswinds

spoolinup22

spoolinup22

Well-Known Member
Anyone have any good links, videos, or explanations of using differential power for a crosswind landing? Can't find any good videos or anything in the textbooks!
 
Carry more power on the up-wind engine, it's not a substitution for flight controls, don't stop flying the airplane once the power comes off, reduce power smoothly, and plan to use up more runway than normal.

Does that help?
 
TwoTwoLeft said:
Carry more power on the up-wind engine, it's not a substitution for flight controls, don't stop flying the airplane once the power comes off, reduce power smoothly, and plan to use up more runway than normal.

Does that help?
Click to expand...
That's about all that needs to be said. I can't imagine more than a blurb in text or a video on it.
Don't overthink it.
 
What about the aerodynamics behind it. Pretty much there is more thrust which gives you more wind over surface area for more control effectiveness?
 
spoolinup22 said:
What about the aerodynamics behind it. Pretty much there is more thrust which gives you more wind over surface area for more control effectiveness?
Click to expand...

It's not really "more wind"... The accelerated slip stream keeps the boundary layer from separating, allowing that portion of the wing to fly at a higher AOA. Or have more lift for a given AOA. Pretty much the same principle as VGs. This is why when you land a twin with tall gear and a laminar flow wing, it'll smack the ground if you chop the power in the "flare". Also, you really don't want to be dragging it in while trying to land in a crosswind. You want your ailerons working.

Sooooo...

don't stop flying the airplane once the power comes off, reduce power smoothly
Click to expand...


That's why it's...

not a substitution for flight controls
Click to expand...



Oh, and...

Accelerated slip stream usually won't reach the ailerons and misses the rudder and elevator...
 
If you have to use differential power because you are running.g out of.rudder, find another runway to land on. As you pull the power back, and speed reduces even further, so does control effectiveness. So the situation is only going to get worse. I've used of a few times, but the landing.g is usually less than stellar.
 
Use differential power so you don't hafta use the rudder. With some practice and good throttle control, you can use a little upwind throttle like you would rudder, and still keep your feet flat on the floor where they have been all night, mostly crossed, and then get your feet up on the rudder for the flare and throttle back as you transition to feet flying.
 
nosehair said:
Use differential power so you don't hafta use the rudder. With some practice and good throttle control, you can use a little upwind throttle like you would rudder, and still keep your feet flat on the floor where they have been all night, mostly crossed, and then get your feet up on the rudder for the flare and throttle back as you transition to feet flying.
Click to expand...
Doesn't seem like a great method. I'd rather just push the rudder and fly the airplane.
 
I've done it in training scenarios (both learned and taught), but in practice, I'm not really a fan of it for the reasons aforementioned.
 
Not that I'm a badass or anything, but its worth mentioning that earlier this week I landed a Seminole in a 17G25KT direct crosswind (that airport's other runway- the one that would have given us zero crosswind- was closed), we used symmetric thrust and still had enough rudder authority all the way through the landing to keep it on. Not every light twin will behave like this, so YMMV.
 
mojo6911 said:
Doesn't seem like a great method. I'd rather just push the rudder and fly the airplane.
Click to expand...

ImageUploadedByTapatalk1368285359.193392.jpg
 
Traditional method for me as well. I landed the seminole 7 or 8 times with at least a 15 - 20 knot crosswind. That plane just shrugs off crosswinds.
 
I think differential power is a good tool to use in moderate to strong crosswinds. In our Cessna 340 with out it when the nose wheel touches down it is not aligned with the direction the airplane is traveling and skips/slides until it get more weight on it and then you have to take out some rudder.

My guess is it started in the old days with multi-engine tailwheel airplanes with less directional control.
 
Splitting the throttles is really doing the same thing as using the rudder = giving a yaw moment. You are just using differential power instead of the traditional aerodynamic AoA of the rudder. I've done it before when the winds really get up there (20kts or so) and it can work pretty well.
 
nosehair said:
Use differential power so you don't hafta use the rudder. With some practice and good throttle control, you can use a little upwind throttle like you would rudder, and still keep your feet flat on the floor where they have been all night, mostly crossed, and then get your feet up on the rudder for the flare and throttle back as you transition to feet flying.
Click to expand...

This is among the dumbest things I have ever heard, especially the part about flying a multiengine airplane with your feet on the floor.
 
JetDrvr said:
This is among the dumbest things I have ever heard, especially the part about flying a multiengine airplane with your feet on the floor.
Click to expand...
Just kiddn~ but meaning if you practice with throttle only, then you get smoother throttle control, and then when you use throttle and rudder together, you have much better control when you want/need it.
 
You must log in or register to reply here.
Back
Top