Benutzer Diskussion:RosarioVanTulpe/Neu11

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Landung mit vorhaltewinkel - If you touchdown like this, there will be a side load on the gear that may damage the airplane or cause a groundloop in the case of a taildragger.

you need to learn to kick the rudder just before touchdown to align the airplane with the runway. This takes good timing. If you kick the rudder too early the airplane will begin to drift with the crosswind and if done too late it will hit going sideways.

the terminology Side Slip refers to the technique of crosswind landing whereby the upwind wing is lowered and the rudder is applied to counteract the tendancy to turn the aircraft. If coordinated properly, the aircraft will have no tendency to drift to either side of the runway and will track the centerline.

the terminology Crab refers to the technique of zeroing drift in a crosswind by turning into the wind sufficiently with the wings level

the crab requires precise timing and if performed improperly can impose large loads to aircraft landing gear not specifically strengthend.

Just prior to touchdown, full rudder is applied to align the longitudinal axis of the plane with the runway before the nosewheel touches down. Because of the precision and skill needed, most instructors do not teach this method and opt for the side slip. Additional training with an instructor is recommended before attempting.

Also, it is difficult to maintain a side slip from entry on final to touchdown and an easier method, combining a crab to within several hundred feet of the runway then side slipping, is more practical

A forward slip and side slip are not the same. The forward slip is a cross contolled maneauver where the the longitudal axis is angled away from the flight path. Basically if you flight path was 360 degrees then the wings would be banked to the left and the nose (longitudal axis) would be pointed off to the right say around 030 degrees. This is mainly used to create large amounts of drag for faster descents withour increases in airspeed. Also be aware the in any slip airspeed errors will be present. Most airplanes will show a lower then actual airspeed when in a left slip and the opposite when in a right slip. A side slip in simply a slip wher the nose (longittudal axis) of the airplane is alignes with the flight path. This is used mainly for crossswind corrections.

crab angle of 5 degrees. The name is given because of the crooked way that a crab walks.

The airlines use the crabbing method because the passengers are not aware of the unusual attitude as they would be if the pilot performed a slip.

windfahneneffekt - engl. weathercocking

Only the wing-low method will be utilized during your landings in the T-34C (primäres Flugtraining) - Since the airspeed decreases as the flare progresses, the flight controls gradually become less effective; thus, gradually increase the deflection of the rudder and ailerons to correct. - Landing will be made on the upwind mount first. - require increased corrections as the aircraft decelerates. As the aircraft decelerates, more and more aileron will be required until you eventually have a full aileron deflection toward the wind. -

A recent AOPA Air Safety Foundation safety review of weather-related accidents showed that 20 percent of taildragger accidents were caused by botched crosswind landings

Standing Operating Procedures (SOP) - Standard Betriebsverfahren - der Airlines - für Seitenwindlandungen

Good landings are the result of good approaches. It’s true. On final, you want to be flying at a constant target airspeed, constant target descent rate, and constant target power setting. This way, you’re on a stabilized flight path to the touchdown point--a point, by the way, that should be within the first third of the runway’s length. - Chasing airspeed excursions with large, rapid throttle and/or elevator movements is definitely a bad idea. - Performing a go-around is the safest move. -

Roundout. Here, you’re anywhere from 10 feet (lighter, slower airplanes) to 50 feet (heavier, faster airplanes) above the ground, at your target airspeed for prevailing conditions,

In gusty conditions… - Make a power-on approach so that there’s an extra margin above a stall if wind shear causes a large drop in airspeed. Add one half the gust factor to your normal approach airspeed for additional stall protection and control responsiveness. For example, if the wind is 15 gusting to 25 knots, add 5 knots to your normal speed. Be prepared for a go-around if you bust any of your targets or SOPs or if anything just doesn’t seem right.

practicing takeoffs and landings in strong crosswinds is good for you. Rusty pilots caught by a rising wind face the highest risk of a wind-related landing accident. - Practice is the antidote.

most instructors teach the crab-and-slip method of performing crosswind landings. With the crab-and-slip method (im Flare zum Slip übergehen) , you have to be fast. - Quelle: "Technique: Defeating the Crosswind," August 1996, "Pilot" - You enter the flare crabbed into the wind. Just before touchdown, you have to kick out the crab with rudder pressure, then drop a wing to prevent any drift from the runway centerline. If you’re too late, you’ll hear the sound of rubber burning off the tires.

…if you’re landing a tailwheel airplane in rowdy crosswind conditions. Because the center of gravity is aft of the main gear, a tailwheel airplane is not directionally stable on the ground. That’s code for "it wants swap ends on you." There’s a critical time after touchdown when control effectiveness lessens; and the need for rapid, full deflection of the rudder may suddenly arise. If you’re slow, it’ll ground loop.

Set SOPs, learn your airplane’s target speeds and configurations, and practice with an instructor in strong crosswind conditions.

multifaktorielle Unfallursache: The combination of higher-than-normal landing speed, high crosswind, and my inexperience in this aircraft

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There are some exceptional cases where landing on the upwind wheel is not recommended. An example is a late-model Boeing 737, which has a relatively narrow wheelbase, and huge engines mounted below the wing. You have to land with the wings level; otherwise one engine would hit the ground. A similar situation arises with certain amphibian aircraft that have outrigger-type floats or sponsons far from the centerline.

You begin by maintaining coordinated flight as long as possible. The direction of motion will be aligned with the runway, but the heading will not, until the very last moment. Then, use the rudder to align the heading with the direction of motion. Deft aileron usage is needed to maintain wings level during the yaw maneuver, because of the unequal wingip velocity. The remaining few seconds of flight will be a wings-level slip. This will begin a wings-level boat turn, but you hope not to turn very much. The idea is to touch down before the sideways force imparts any significant sideways velocity. This technique is not recommended for typical general-aviation aircraft. It’s more work than necessary, and in a light aircraft the sideways velocity builds up too quickly.

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A gusty wind or a strong crosswind is a good reason using less than full flaps. Compared to full flaps, reduced flaps has the following consequences:

   * For any given airspeed (This applies to airspeeds that you can actually achieve, without stalling, at the reduced flap setting.) you will touch down at a higher pitch attitude. This means that if a gust during the “skimming” phase (after the roundout) causes you to touch down a little sooner than you intended, you will still touch down on the main wheels. This is good, because the main wheels can take a much bigger load than the nosewheel.
   * By the same token: For any given pitch attitude you will touch down at a higher airspeed. In most respects, touching down at a higher airspeed is bad, but one might make the following argument: Since the sideways force of the crosswind on the fuselage is largely independent of your forward airspeed, and since your rudder authority etc. are proportional to airspeed squared, touching down at a higher airspeed gives you more authority to combat the crosswind. Therefore, if you are worried about running out of control authority, you might consider using less flaps, maybe even no flaps. The tradeoff is that even a modest increase in touchdown speed means you will use up significantly more runway. You must take this into account.
   * As mentioned above, the stall speed increases. This is 100% bad. Even if you want a higher touchdown airspeed, you still would like it to be as far as possible above the stall. Remember that the effect of the flaps on the incidence (retract = nose-high = usually good) is different from the effect of the flaps on the stall (retract = bad). 

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During the landing process and afterward, we want the airplane to be moving straight down the runway, and we also want the axis of the airplane to be pointing straight down the runway. These are two separate requirements; especially in the presence of a crosswind it is all too easy to have the airplane moving in one direction and pointing in another. - The usual way to meet all the requirements is to land in a slip. -

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the airplane’s heading is aligned with the relative wind - Wahrer und scheinbarer Wind - , i.e. aligned with the airflow.

It is a very bad idea to touch down with the heading not aligned with the runway. It will create a huge sideways force on the landing gear, and could knock the tires right off their rims. If the tires survive, they will create a sudden large force in the direction you are pointing. This will cause the airplane to scoot off the upwind side of the runway. - You might think the wind would always blow airplanes off the downwind side of the runway, but more often than not they end up on the upwind side. -

You need to change the direction you are pointing so that it is aligned with the runway, not the relative wind - and you need to do it without changing the direction you are going. Use the pedals (the left pedal in this case) to aim the nose at a point on the centerline at the far end of the runway. Keep it pointing there. This yaw task is simple, because it is almost independent of what you are doing with the bank angle and the pitch angle. If you see a nonzero yaw angle (relative to runway centerline), fix it right away, using the rudder.

Using rudder alone might work for a moment, but it won’t work for long, because the wind is now striking the side of the fuselage and blowing the airplane off course - an undesired boat turn (as discussed in section 8.10). To solve this problem, lower the upwind wing. This tilts the lift vector toward the upwind side, providing a force that counteracts the wind on the fuselage. The rule here is fairly simple: You use the bank angle to get rid of left/right drifting motion.

If the crosswind suddenly increases (as it so often does), or if you have selected not quite enough bank angle, the airplane will start drifting to downwind. By the time you notice this, you’ve got three different problems that need to be dealt with separately. (1) Obviously part of the task is to increase the bank to correspond with the actual amount of crosswind. That is, in the long run you want to have zero sideways force on the airplane. (2) However, in the short run that doesn’t suffice. With zero force, the airplane will continue to drift, in accordance with Newton’s first law (section 19.1). So temporarily you need even more bank. Later, after you have brought the drift velocity to zero, remove this extra bank. To summarize: you need some bank in proportion to the crosswind (whether you’re drifting or not) and you need some bank to arrest the drift rate (no matter what the actual crosswind is).

The timescale during which left/right momentum builds up is, alas, comparable to a student pilot’s reaction time, which can lead to wild oscillations.

Also remember that the airplane has lots of inertia, so it will take a bit of effort to get the corrective drift started, and it will take a bit of effort to get it stopped as you approach the centerline.

You are now ready to touch down. Land on the upwind wheel. Land on the upwind wheel!- It is a common mistake among beginners to roll the wings level just before touchdown (even though they had been maintaining the correct slip up to that point) - perhaps in the effort to make it “look like” a normal no-crosswind touchdown. - You should keep the ailerons and rudder deflected even after touchdown. Keep rolling along on one wheel for a while; as the airplane slows down you will need to apply more and more aileron deflection in order to maintain the bank angle. Remember, you need that bank angle to provide the force that resists the wind. Land on the upwind wheel !!!

Only after the upwind wheel has considerable weight on it should you allow the downwind wing to settle. At this point the aircraft is no longer banked. The friction of the wheels on the runway is the only force resisting the sideways force of the wind. The amount of sideways friction a tire can produce is proportional to the weight on it, which is why you must not level the wings until there is plenty of weight on the wheel(s).

Do not neutralize the ailerons. The crosswind is constantly trying to flip the airplane over onto the downwind side. Keep the ailerons deflected to combat this. It doesn’t hurt to slightly overdo it, keeping a little extra weight on the upwind wheel. As airspeed decreases, you will need progressively more aileron deflection to create the required amount of force.

To reiterate, the overall sequence should be:

1. Lower the upwind wing and apply downwind rudder.

2. Land on the upwind wheel.

3. As the lift dies away, the weight of the airplane will force the other main wheel onto the ground.

4. Then you can let the nosewheel come down.

During this whole process you need to maintain pressure on the downwind rudder pedal, to counteract the weathervaning tendency (section 8.11). As soon as there is weight on the nosewheel, the nosewheel steering becomes effective, adding to whatever steering the aerodynamic forces on the rudder have been providing. Therefore at this point you can expect to suddenly need somewhat less pedal deflection.

Maintain appropriate aileron and rudder deflection during the rest of the rollout, and during taxiing as well. Remember, the flight isn’t over until the airplane is tied down.

The question arises: at what point should you make the transition from coordinated flight (on final) to slipping flight (for touchdown)? Some pilots prefer to establish the slip on short final or even earlier; the idea is to have time to get the “feel” of the slip. My recommendation, though, is to begin the slip at the same time you are beginning the flare, not much earlier. The rationale is: (1) A strong crosswind is usually accompanied by a considerable headwind component, delaying your arrival at the runway, in which case an early slip is the last thing you need. It just creates drag which steals energy and aggravates the tendency to land short. ((Heaven help you if try to “stretch the glide” by pulling back on the yoke. If you stall out of a slip you will enter a spin, and there will not be enough altitude for a recovery.)) (2) The winds near the ground are never the same as the winds aloft, so any slip established on final will have to be changed during the flare anyway.

EEE

especially in a crosswind, it reaches a point of no return, where the forces of the rudder, tailwheel and brake can’t overpower the weathervaning tendency and the momentum and inertia of the swerve.

Wasserflugzeuge - da die Schwimmer eine wesentlich größere Seitenfläche haben, kann bereits eine Landung mit einem geringen Vorhaltewinkel ein große seitliche Kraft bewirken - und das flugzeug beim Aufsetzten zum Kentern bringen - auch die Schwimmer sind nicht für große seitliche Krafteinwirkungen ausgelegt - beim aufsetzen mit Vorhaltewinkel wird der downwind-Schwimmer tiefer in das Wasser gedrückt - wegen der seitlich einwirkenden Kraft - Wegen Wind, windfahneneffekt und Schlittern kann der Pilot die Kontrolle über die Richtung seines flugzeuges verlieren - und sich überschlagen. - Sinkt der windabgewandte Schwimmer unter das Wasser, dann berührt die windabgewandte Tragflächenspitze bei hoher Geschwindigkeit das Wasser und "gräbt sich in das Wasser" und das flugzeug überschlägt sich. - es wird mit hängender Tragfläche angeflogen - erschwerend kommt die Wellenbewegung hinzu, die eine Abdrift vortäuschen kann, die gar nicht besteh, denn anders als bei einer Landebahn, steht die Wasserfläche nicht still. Die Wellen bewegen sich zwar scheinbar für den piloten und geben den Eindruck einer Abdrift, das ist aber physikalisch gesehen nur ein auf- und Abbewegung des Wassers. Da der pilot bei Seitenwind anfliegt, sind diese von der Seite kommenden wellen besonders täuschend für den Piloten. Am besten sucht er sich einen festen optischen Fixpunkt an Land. - erst mit dem upwine-Schwimmer aufsetzem, wie an Land - weiterhin das querruder in den wind - beim ausgleiten im Wasser und setzten in das Wasser ist das flugzeug am instabilsten und neigt dazu sich in den Wind zu drehen, zumahl die ruderwirkung mit abnehmender Geschwindigketi nachläßt - dem Windfahneneffekt wirken viele Piloten mit einer bewußten leichten Kurve nach Lee entgegen. sobald sich das flugzeug in s Wasser gesetzt hat, können die Wasserruder ausgefahren werden und mit ihnen kann gesteuert werden.

eine besondere landetechnik, die nur mit Wasserflugzeugen möglich ist, ist die downwind-arc-technique. da die "landebahn" für wasserflugzeuge meist wesentlich breiter ist, als an land. Es wird ein bogenförmiger Anflugpfad geflogen, dessen konvexe Seite zum Waind (nach Luv) gerichtet ist. Der bogen beginnt mit einem leichten Winkel in den Wind, am Scheitel des Bogens wird parallel zum Wind geflogen und am Ende des bogens wird mit einem Leichten Winkel mit dem Wind (nach Lee) geflogen. durch diesen Kurvenflug wird ständig eine leichte Znetrifugalkraft erzeugt, die gegen den Seitenwind gerichtet ist. Um noch eine ausreichende Zentrifugalkraft zu erzeugen, muss gegen Ende ... gegen Ende der Landung muss der bogen immer enger geflogen werden, da dass Flugzeug immer langsamer wird. auch diese Lanetechnik verlangt entsprechendes Training und Erfahrung des Piloten.

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aaa Cessna

Alle U-17, das militärische Modell der Cessna 180, waren mit Spezialfreifen für Seitenwindlandungen (engl. crosswind wheels) ausgerüstet. Da viele Militärpiloten nicht besonders gut mit Spornradflugzeugen (engl. tail dragger) vertraut waren, wurden so vile bodenüberschläge (eng. ground loops) verhindert.

Crosswind Wheels

John Geiss, der nach seiner Pensionierung als Chef der amerikanischen CAA 1948 zu Cessna wechselte, entwickelte ein kostengünstiges Fahrwerk für Seitenwindlandungen (engl. crosswind landing gear ).

Es handelte sich um nachlaufende Räder, die nach dem Ende der Krafteinwirkung durch eine Spiralfeder wieder zentriert wurden, so dass sie wieder für eine Geradeauslandung positioniert waren. Ein mechanischer Stop verhinderte das Einwärtsdrehen der Räder am Hauptfahrwerk.

Don Simon made the drawings and flight tested it on the 1948 C-170. It had the same type of shimmy ( Flattern ) that you frequently have with industrial and shipping carts.

So Don put two round brake pucks (small) in holes in the exterior housing, and, with a spring clip, pressed them against the inner shaft which pivoted with the wheel.

This corrected the shimmy problems, but it required frequent adjustment.

On the other hand it was effective in reducing ground loops.

However, this bulky assembly was additive to the wheel, axle, and spring gear assembly, and, therefore, it was a terrific drag producer.

At this point we started over and put the snubbing and return mechanism ( Rüchhol- und Dämpfungsmechanik ) inside the axle Achse ) , leaving only a simple external hinge-half ( Scharnierhälfte ) to attach to the spring gear.

This is what was installed on U-17's and some 0-I's (??). The USAF tested it on the 0-1 at Elgin AFB with good results. You don't often see and airplane landing with wings practically level

!!! Beim Aufsetzen mit Vorhaltewinkel, das Lee-Rad (windabgewandte Seite)

As you touch down in a crab, the downwind wheel casters outward, eliminating the fulcrum for the ground loop. In contrast, the upwind wheel doesn't caster inward because of the stop, so the tire scrubs sideways momentarily, causing a very slight downwind lurch ( Ruck ) as the other wheel deflects outward.

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jede Landung ist mehr oder weniger eine Seitenwindlandung - But wind is wind, and it must be accounted for, even a little breeze. There's no such thing as landing "like a crosswind landing", you'e either doing it or you're not.

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drift (side-to-side) is corrected with aileron; the rudder is used only to align the nose with the runway to prevent side-loading the gear on touchdown.

Eyes on the target zone (where you want to flare), then just use feet and hands to keep that spot centered. You can use rudder early to stay aligned with the centerline (easier in light winds) or wait until you round out. - Boeing recommends that you start retarding the throttles at 50ft (which on a standard ILS is just over the threshold) and at the very moment the the main gear touches the ground, your throttles should hit idle and reverse thrust is applied.

I've heard and seen pilots use gazillion different techniques (even using pitch trim during the flare

aaa Boeing B-737

In the classic 737s I usually stabilize the approach at 140-145 kias, then slowing it down to the final approach speed (130-135) to be there over the threshold. Then pull the throttles back and pitch about 20 ft. to slow your descent to somewhere under 500 fpm. You'll also want to release that back pressure on the controls when the mains touch down and the spoilers come out. That will help to plant it on the runway and keep from bouncing.

maximum demonstrated crosswind component

aaa Begrenzte Seitenruderwirkung

In some airplanes, there may not be sufficient rudder travel available to compensate for the strong turning tendency caused by the steep bank. If the required bank is so steep that full opposite rudder will not prevent a turn, the wind is too strong to safely land the airplane on that particular runway with those wind conditions. Since the airplane's capability would be exceeded, it is imperative that the landing be made on a more favorable runway either at that airport or at an alternate airport.

aaa Landeklappen

Flaps can and should be used during most approaches since they tend to have a stabilizing effect on the airplane. However, the degree to which flaps should be extended will vary with the airplane’s handling characteristics, as well as the wind velocity. Full flaps may be used so long as the crosswind component is not in excess of the airplane’s capability or unless the manufacturer recommends otherwise.

aaa Flare

Crosswind Roundout (Flare) - Generally, the roundout can be made as in a normal landing approach but the application of a crosswind correction must be continued as necessary to prevent, drifting Since the airspeed decreases as the roundout progresses, the flight controls gradually become less effective; as a result, the crosswind correction being held would become inadequate. When using, the wing-low method then, it is necessary to gradually increase the deflection of the rudder and ailerons to maintain the proper amount of drift correction Do not level the wings; keep the upwind wing down throughout the roundout. If the wings are leveled, the airplane will begin drifting and the touchdown will occur while drifting. Remember, the primary objective is to land the airplane without subjecting it to any side loads which result from touching down while drifting and to prevent ground looping while the landing is being accomplished.

the crab must be removed the instant before touchdown by applying rudder to align the airplane’s longitudinal axis with its direction of movement. This requires timely and accurate action. Failure to accomplish this results in severe sideloads being imposed on the landing gear and imparts ground looping tendencies.

aaa boeing B-2

Boeing B-2 - due to the absence of vertical surfaces, there is virtually no weathervaning problem in a crosswind landing.

aaa Seitenwindlandungen mit Wasserflugzeugen

Seaplane - Directional control is more difficult because of the more yielding properties of water, less surface friction, and lack of nosewheel, tailwheel, or brakes. - Though a water surface is more yielding than solid land, a seaplane has no shock absorbing capability, so all the shock is absorbed by the hull or floats and transmitted to the aircraft structure. - This results in a tendency to weathervane into the wind. Once this weathervaning has started, the turn continues and is further aggravated by the addition of centrifugal force acting outward from the turn, which again is opposed by the water reaction on the floats or hull. If strong enough, the combination of the wind and centrifugal force may tip the seaplane to the point where the downwind float will submerge and subsequently the wingtip may strike the water and capsize the seaplane. This is known as a "waterloop" similar to a "groundloop" on land. - Because of the lack of clear reference lines for directional guidance, such as are found on airport runways, it is difficult to quickly detect sidedrift on water. Fortunately, early detection of sidedrift is not really essential, because the seaplane takeoff and landing can be made without maintaining a straight line while in contact with the water. A turn should be made toward the downwind side after landing. This will allow the seaplane to dissipate its forward speed prior to its weathervaning into the wind. By doing this, centrifugal force while weathervaning will be kept to a minimum and better aircraft control will result with less turnover tendency. One technique sometimes used to compensate for crosswinds during water operations is the same as that used on land; that is, by lowering the upwind wing while holding a straight course with rudder. This creates a slip into the wind to offset the drifting tendency. - downwind arc method

Unfallursachen bei Seitenwidnlandungen - The main ones are lack of visual pattern reference points, not making the best use of flaps, not holding the correct airspeeds, poor pitch and power control, and incorrect pilot reaction to wind and turbulence. - if things aren't looking right not being ready to go around.

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aaa F-16

With NWS (nose wheel steering ?? !!) off the front wheel "casters" or self aligns with no input from the rudder pedals. Imagine the situation where an F-16 is landing in a heavy crosswind. The pilot is standing on one rudder pedal to crab (sideslip) the airplane into the relative wind yet still be aligned with the runway. If the nose wheel followed the rudder at this point it might not be aligned with the runway (or more precisely the velocity vector) and could damage, even collapse, the nose strut upon touchdown. So the nose wheel is free to align itself due to the caster of the suspension design. Once all three wheels are on the ground (WOW - Weight on wheels) sensor,) the pilot can engage NWS to steer on the ground with the rudder pedals. Hope all that made sense. - NWS: it is manually engaged but automatically disengaged when the nose strut reaches full extension (weight *off* wheels?) - the NLG (nose landing gear) strut has a NWS actuator attached that takes commands from the NWS command poteniometer which gets its inputs from the rudder pedals this tells the actuator which way to turn, the caster you referred to is actually called a centering cam and functions as you stated .

(engl. cross-controlled method)

The Viper ( = General Dynamics F-16) as far as I know cannot crab on landing due to the FLCCs (Flight Control Computer) every landing I have seen even in strong crosswinds has been straight on ( this I saw from numerous sessions at EOR - end of runwy - at diiferent bases) I was told by the specs the FLCCs wont allow a crab landing when I was watching the jets land at EOR one day. The centering cam keeps the nosewheel locked in centered position for the reason Greg stated.

FLCC (Flight Control Computer) , DFLCC (Digital Flight Control Computer),

I've never flown, much less landed, a real F-16 but I have done it countless times in the F-16 UTD and WST simulators. You do crab in during a crosswind landing, and you do use the rudder during rollout, especially before the nosewheel touches down. - The recommended technique for landing in a crosswind is to use a wing level crab throughout touchdown. At touchdown, the ARI (Aileron Rudder Interconnect) will switch out. - As the pitch attitude decreases, the nose tends to align itself with the ground track. - I know I wouldn't want to be cross controlled at touchdown speed in a T-38...with gusty winds, etc, could get ugly quick. That's why we crab to landing. - At high AOA (like you'll experience in the flare) the rudder is far more effective. In a crabbed landing we're actually flying coordinated flight (no rudder input necessary) so a rudder roll is not a factor. But if we went wing low (uncoordinated) we'd have to be very careful not to overcontrol with the rudder and cause a dangerous rolling situation. - The rudder pedals only steer the nosewheel with NWS engaged by depressing the NWS switch on the outboard side of the stick. -

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aaa Unfallstatistik

Yes, I know that nothing is more accurate than the insurance companies statistics.

windvaning (aka weathervaning) - weathervaning (that I wrongly called first windvaning, but that is rather called, weathercocking, I think), - will only aggravate a groundloop tendency, as the a/c wants to realign it's horizontal axis with the relative wind

after taking the crab angle out transition into what is called a "side slip."

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F 16

Kampfflugzeuge werden bei Seitenwind mit Vorhaltewinkel gelandet.

Flugzeugtypen mit Hecktriebwerken

MD 80  ?? - keine unter den Tragflächen aufgehängten Triebwerke