Pilot Getaways Magazine Now across the USA covering fun fly-in destinations

Landings: How-To: HOW TO FLY A J-3 CUB

HOW TO FLY A J-3 CUB
by Dagley Reeves

[Introduction][The TAXI][The TAKEOFF][Common Mistakes]
[Air Work][Landing][Crosswinds][Emergencies]
[Conclusion][NTSB Accidents]

CROSSWINDS

Around our little local field, the amount of flying taking place is inversely proportional to the crosswind component. Some of the local sky deities flatly refuse to fly unless the wind is down the runway. Why? Probably because they nearly lost control of a plane either taking off or landing in a crosswind and losing control of an airplane, even briefly, is scary.

A taildragger presents special problems. They are difficult to steer on the ground anyway due to the small tailwheel, the distance it is located from the CG and the fact that it only works when on the ground. Operation of a taildragger in crosswinds are what separate the men from the boys. In the case of the Cub, more caution is in order due to the light weight of the aircraft, slow operating speeds and crappy brakes.

There is some good news. The controls on the J-3 are very effective. The rudder is powerful and provides good control even at low speeds. The trick to staying on the runway is to learn to use the controls as individual units to make the aircraft go where you want. If you learned good techniques in noswheel aircraft then crosswinds shouldn't be a real problem. The main difference is that when you land in a Cub the flight is far from over, you still have to get stopped without going on a back road adventure.

The J-3 Cub is not far removed from what we now call ultra light aircraft. It is not a high wind component aircraft. Flying a J-3 is done for fun and so those pilots who stay on tierra firma on the windy days are not to be criticized too harshly. One way to determine if it is too windy to go flying is simply to see how much trouble your having taxiing. If your can't get to the runway, it's probably not a good idea to go flying.

There are no secrets involved it's the same thing you already know with a few differences. When you taxi out, the plane is going to try to weather vane into the wind. Your Piper Cherokee does the same thing but with that big fat positively controlled nosewheel, you didn't notice as much. Think about the location of the steering device on the Cub . It is easy to move the airplane around by grabbing the tail and shoving it to one side or the other. The tailwheel is designed to "break" or caster at some point making this a cinch. If that happens while you are taxiing in a wind, you may have heck getting it straight again. If your brakes work, you'll probably have to use them. If they don't...well you may have to get out and push (back to the hanger). Ladies who have had any experience with grocery store carts know the phenomenon of an improperly castering wheels well. Play close attention to what you are doing with the stick. I see some pilots taxiing around with the stick buried in the crotch regardless of the wind conditions. Doing this in a strong tail wind could put you on your nose.

On takeoff, put in an appropriate amount of upwind aileron just as you would in any other aircraft. Be prepared to use whatever rudder is required to stay straight. In extreme conditions you might even consider using an old crop duster trick. Since the Cub takes off in such short distances you might be able to angle into the wind a little. Get over on the downwind side of the runway or field and aim towards the catty cornered (upwind) end of it. Nothing says you have to go straight down the centerline, you just have to go straight. Don't rush the tail up. Even though the authority of the tailwheel is limited, keep it on the ground until your sure the rudder is effective enough to keep you straight. If you start going off the runway and have run out of rudder then use differential braking to try to get back. Lot's of luck!

Set up for landing as you would in any other aircraft. Decide whether you are going to make a wheel landing or full stall. I prefer to make wheel landings in crosswinds utilizing a slightly higher approach speed. A point not generally understood is that the slower your approach speed, the greater your wind correction angle will be. Since a Cub approaches so slowly, your going to have one heck of a WCA or crab. Now, I said set up as you would in any other aircraft. There are three accepted schools of thought on this. We will only discuss two because the third is a good way to bust your fanny.

One way to set up for a crosswind is just to let the plane weather vane into the wind, with the nose off to one side but tracking down the runway. As the flare is started, the upwind wing is positioned slightly down and the nose is straightened out with rudder. The good thing about this method is that the rate of decent will be only slightly higher than normal. The bad thing about it is that a lot of control changes have to be made at the last second. Students normally prefer the next method. Here, you get the nose lined up on final, making it track straight and come in with the upwind wing already a smidgen down in a slip. The bad thing about it that you are effectively in a slip and may have to add power to control your decent rate. Remember to take it out! Even a little power can prolong the landing considerably. What we want to do is get the tail on the ground and the wings below flying speed as soon as practical.

If you elect to do a wheel landing consider using light to moderate braking to slow the beast down and get that tailwheel down. Additionally, it may be my imagination but is seems that using the brakes adds a little longitudinal stability and the nose has less of a tendency to go south. Remember to keep flying! Your not done until your stopped and tied down.

If you get stuck and make a few passes at the runway and start scaring yourself, don't stop thinking. Even though your cross country options in the Cub are limited, this might not be the only airport in range. Is there a runway around that will be into the wind? As a last resort you might elect to land on a taxiway or something else. Use caution, there are always things there you never noticed before. Power lines, culverts, yuppie brats on dirt bikes, etc, etc. Also, if you do this be prepared to prove that the local forecast did not predict the environmental problem and that you used good judgement in taking off in the first place.

Work your way into the winds a little at a time. Soon you will have an idea of what your personal shutoff limit is for wind. It may be near the limit of the aircraft or it may not. Whatever the case you don't want to be sitting off in the weeds with a damaged wings and collapsed landing gear when all your friends come rushing over. You are flying an antique, some of the parts are not that easy to find. Last, but certainly not least, despite the slow operating speeds of the Cub, you might get hurt, and nobody needs that!

One last word about winds. If at all possible, avoid any kind of tailwind! This happened to me one day when I left the airport and returned a few hours later. When I left it was a direct crosswind. Upon returning I looked at the dust blowing around the farm tractors in the area and determined I still had a crosswind. Problem was, it had shifted slightly our of the north and I was going to land on the same runway I took off from which was 17. It was gusting a little but no big deal. Everything was fine until I got down to around 15 kts which was about the gust component. Everything started going to hell and I couldn't figure out why I was having such a bear of a time retaining control when I had the proper control inputs. When I got to the fuel pit, I noticed that in reality I had landed with a quartering tailwind. My initial control inputs were correct but when I got down to the speed the wind was blowing everything was reversed. "@#$%t, no wonder!" The wind was getting underneath my fully deflected ailerons trying (successfully) to lift the wing up. Think about it a minute and you'll see the problem. All of this could have been avoided by landing as closely into the wind as possible.

  [Next Section]

Aviation's Directory (click for expanded list)
News/Forums GA-News Forums Hangar-Talk Events/Airshows Offers Promotions SITES Contacts Add-Link Contact Logbook Awards	Search/Ref Search Databases Regulations Reports Alerts Publications Museums History Organizations Companies	Pilot-Supplies Supplies GPS/Tech. Simulators Flight Weather Planning Clubs FBOs Flight-Schls Training Simulators Schools Safety	Aircraft/Parts Manufacturers Parts Avionics Tools Engines Mods/Restor. AirTransport/ Airports Airlines Airports Live-ATC	Services Aircraft-Sales A/C-Values A/C-Services Classifieds Var-Services Var-Products FBOs Travel/Tours Insurance Medical Srvcs Financing Fuel	General-Aviation Helicopters Gyrocopters Aerobatics Homebuilding Ultralights Soaring Hanggliding Paragliding Parachute Balloons	Gov./Military Government Research Military General Images Miscellaneous GA Travel/Tours Safety