Three Lessons from Steep Turns

I was asked the question, "How do I keep my bank angle and speed steady in 45 degree turns?"
 
While this question looks quite simple, it is a very good one. There are several very  useful concepts you can learn by understanding what happens in a constant altitude,  constant airspeed 45° bank.
 
Let's assume that you enter a left turn by coordinated aileron and rudder movement.  As your angle of bank increases you have to pull back further on the elevator control.  Once the bank approaches 45°, you once again coordinate your aileron and rudder movement to stop the roll and maintain a constant bank but you must continue pulling back on your elevator control.
 
Where you look now is very important. Most important is that you notice where the horizon cuts the top of the instrument panel. A quick glance at the artificial horizon will verify that you are indeed at 45°. In most airplanes, that tiny white ball in the center of the artificial horizon instrument will be just slightly above the instrument's horizon. But be careful: don't fixate on that instrument.
 
Now take a quick glance at the altimeter. Is it moving? Verify that the ball is in the center. Before you move any controls, look out the window straight ahead. Then adjust your angle of bank and pitch attitude. One more time take a quick scan of the instruments. Keep this scan going. But spend most of your time looking outside.
Notice that I did not include the airspeed indicator in your scan. It is not important. If you hold altitude and bank constant, your airspeed will settle down and quit moving.
 
Interestingly enough, your aileron and rudder controls are to the right of neutral even though you are in a left turn. When you turn left your right wing inscribes a bigger circle through the air than your left wing. So it must travel faster. Since it is going faster, it produces more lift. Of course, when the right wing produces more lift than the left wing the airplane wants to roll to the left. So you must deflect the left aileron down and the right aileron up. In other words, you must keep the aileron control slightly to the right of neutral in a left turn.
 
Now you know that airplanes are unstable in roll. The fact that it wants to increase its bank once a bank has been established and the airplane is turning tells you this. So it requires your input to keep the bank from increasing.
 
It may not be obvious but you are in a slight pitch up angle of attack. This is because your airplane must lift 141% of its weight. This increased angle of attack causes Pfactor. Just as you must compensate for P-factor in a climb, you must compensate for P-factor in a steep turn. That is why you must push on the right rudder pedal. So there you are: turning left even though you are keeping the rudder and aileron to the right of neutral. Steep turns to the right are not exactly symmetric to steep turns to the left. Pfactor persists. More times than not you will find that you are pushing on right rudder pedal in a right turn even though your aileron control is slightly to the left of center.
 
Steep turns, like any other regime of flying, require that you move the controls to adjust the airplane's attitude. You should not move your controls to some preconceived position but only to change attitude.
 
The absolutely most useful lesson to learn from tight turns is to fly the airplane by controlling its attitude not by moving its controls to some preconceived position. By comparison, the facts that you eventually put the controls in a position opposite to the direction of turn to maintain a steady bank and that an airplane is unstable in roll are just curiosities.
 
Executing steep turns is an important and useful skill to master. It is also an essential exercise when becoming familiar with an airplane.

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How to Walk Away from all Your Crosswind Landings

I was recently asked about the possibility of a wingtip strike when landing in a typical light plane like a Cessna 172 or a Cherokee. Specifically, I was asked about how much aileron control deflection is possible without hitting the runway when one of the main landing gear is on the runway after landing at near stall speeds.

I will admit that I have never tried to hit the runway with my wing tip and I don't know anyone who has. However, I don't doubt that it is possible. Perhaps a better question is: what crosswind landing technique will guarantee that the wingtip does not strike the runway?

I want to talk about landing techniques in a really strong crosswind before I tackle the issue of wingtip strikes. After all, wingtip strikes are not a credible issue except in crosswinds that approach the airplane's crosswind limitations.

To make controlled crosswind landings, you should master the skill of pointing your airplane in the same direction that it moves over the ground. If the airplane is pointed in some other direction when you touchdown, the best you can hope for is abrupt side forces on your landing gear followed with a swerve as the airplane swings in the right direction.

The worst is loss of directional control followed with a trip off side of the runway, possible ground loop, nose over, wingtip strike, or all of the above. Pointing the airplane it the direction it moves is a very essential skill, is not as easy as it sounds, and certainly requires practice before it can be mastered. In a nutshell, here is how to do it:

Point the airplane in the direction that it travels by turning the nose with your rudder pedals alone. Move the airplane from side to side by changing your angle of bank with ailerons. Control airspeed or height above the runway by changing your pitch attitude with your elevator. This lets you keep your wheels pointed in the direction the airplane is moving and keep your airplane directly over the middle of the runway.

This is exactly where you should be when you land. Landing in a crosswind, you touch the runway while cross controlled. This is a steady state condition. Your airplane is not rolling around its long axis. That is to say that it has a steady angle of bank. In a general aviation, production light plane, you cannot cross control far enough to touch the wing tip.

The technique that works best is to try to keep the downwind main wheel barely off the runway as long as possible after you have touched down with the upwind wheel. To hold the downwind wheel off, you must continuously increase aileron control defection until it reaches its limit. Eventually, as the airplane continues to slow down, the ailerons lose power and the other main wheel will settle onto the runway.

Finally in any well executed crosswind landing, the aileron control will be pushed to its limit. An important point here is that, just like any other aspect of good airmanship, you should move your controls smoothly and with the purpose of changing the airplane's attitude. A snap roll is the only situation where I deliberately move the controls violently.

Now, back to the subject: how could you strike a wing tip? I can think of two ways. Suppose you suddenly and violently slapped the aileron control all the way to its limit. Two things would happen: the airplane would no longer be properly cross controlled, and it would start to roll. Now the wing tip strike is possible. In other words, you would have just fouled up a perfectly good crosswind landing. You would put the airplane in a very difficult situation, one that would require a particularly skilled pilot to salvage. I don't recommend it.

The more likely situation is that you land in a strong crosswind with wings level. That is to say, not cross controlled. Here, the airplane is crabbed into the wind and the wheels are not aligned with the airplane's path over the ground. Because the airplane is not aligned with its path through space, the wheels will generate a very strong side ways force on the undercarriage when they touch the runway. With luck, this results in a sideways skid. Just like in a car, if the wheels are far enough apart, the airplane will skid until it either stops or straightens up. If the wheels are not far enough apart, you're unlucky. The airplane rolls over, striking the ground with its wingtip.The lesson here is: use proper crosswind techniques and you will not need to worry about wingtip strikes.

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