Combine all this with a lot of different techniques and all sorts of things can happen. Personally I turn my awareness level way up with any x-wind from the left exceeding ten knots, and consider 15 knows a good point to think twice about "Do I really need to fly?". The right x-wind actually helps counter some of the gyroscopics/P-factor/torque on takeoff but will show itself on landing as you lower the tail after that roll on wheel landing, necessitating a little left rudder.

Tailwinds are great for cruise but make for long take-off rolls. Headwinds are great for short take-offs but make for long cross-countries. Wind is therefore your best friend or worst enemy.

Proper aileron technique, command of the rudder, a slow application of power, and not being in a big hurry to raise the tail are all in order for that x-wind takeoff. Being ready for a little tap of brake might also be in your thoughts. Your Swift probably has its own max x-wind, based on its personality, so learn its limitations.

(If you would like to join the Red River Swift Wing and receive the RRSW Newsletter, email RRSW newsletter editor Alan Dicker <jdicker@sprynet.com>. Visit the RRSW homepage at: http://jdicker.home.sprynet.com/home.html)

"CROSSWIND COLLEGE"... (110100)

Subject: Re: Looking for a Swift
From: Ed A. Lloyd <edlloydaustin@juno.com>
As far as crosswinds in the Swift, there is nothing written. In fact, there isn't a pilots handbook on the Swift like there are nowadays on Pipers and Cessnas etc. Soooooo, we have learned through the "College of Hard Knocks" or said another way, through others mistakes and experiences. A crosswind from the right is not all that bad. Helps offset the torque. A crosswind from the left is something to give some serious thought. I personally don't mess around in much over 15 Kts. in either direction. The tailwheel technique on takeoff and landing as regards when to raise the tail or on landing, when to put it down must enter into the equation. The longer you leave the tail down on takeoff roll, the more speed you have thus the more effective the rudder when you do lift the tail. What all this leads up to is the fact that the Swift rudder is not all that big so in the right set of circumstances you can run out of rudder and the only thing left is brake. If you're going to buy a Swift and don't have taildragger time, I would highly suggest you get about 10 hours in a cub or Citabria in good crosswind conditions so you learn how to use your feet. Otherwise you're in for a rude awakening the first time you're faced with crosswinds in a Swift. They don't make this old classic anymore and we Swifters sure don't like to see them bent up by anyone. Cheers, Ed Lloyd

MONTY LIKES GRASS... (110300)

Subject: Non paved runways
To: Austin Smith <P51pilot44@cs.com>
Dear Mr.Montague, I've been wondering about the limits about landing Swifts on non-paved runways. What are your ideas about this? What is the best landing gear for this? Thanks, Austin Smith

Austin,
I really prefer grass runways. If the surface is smooth, operations are very similar to any surface. The Adel gear is pretty stiff and transmits every bump to the airframe. I don't like to over inflate the tires. I believe the book figure for tire inflation is something like 28 pounds, I just air them up so they are round with a little flat spot near the bottom. A PROPERLY inflated ELI gear will ride like a Cadillac compared to the Model "T" Ford like ride of the Adel, so the ELI would be better on grass. -- Jim

CLICK HERE TO READ SWIFT CFI STEVE ROTHSTEIN'S ADVICE ON SWIFT CHECKOUTS... (010302)

ED THE RUDDER MAN...(020202)

Subject: Rudder
From: Jack Gladish <gladish@adams.net>
Hi Ed, Jack Gladish here proud owner of N3321K. My conventional gear time here doesn't play a roll here in my question, 15000+ in just taildragger, from Pitts to DC-3's, but something here that I'd like to bring up, I've been flying 21K that last few days, and I'm using full right rudder, and even had to drag a brake on takeoff... Landings are fine! I used RW 31, the winds where 280 to 300 at 10 to 15 mph. This happened when I was raising the tail, after a little speed was bit up, my rudder came back, but I used a lot of right rudder during climb. Once at cruise, alls ok, a little like my Cessna 195, it had a lot of torque, and a long fuselage...My prop is a 73-59, and I'm running a 0-300D...What do you think ED? I'm almost sure it's just lack of rudder in a critical phase, but it doesn't hurt to ask!!!!!!! Thanks Jack Gladish N3321K

Jack,
Hmmmmmmm. The first thing that comes to mind is cable tension on the rudder cable. Should be 70#. The thing that puzzles me is that it "comes and goes". That would be explained though since you're having the problem in a hi-power situation and torque enters in. You wouldn't have torque at cruise and on landing. If the tension is off or low on the rudder cable, you would notice it more on takeoff and in a climbing situation at hi power settings. Another thought that comes to mind is the rudder bellcrank in the belly being restricted by something. Pull the panel just aft of the firewall and make sure all is the way it's supposed to be there. No obstruction or restriction. The next thing I would check is in the aft fuselage behind the cockpit. Open up the access and look into the tail to see if all looks normal. If you have the bulkhead for 'carbon monoxide' installed, it possibly could have come loose and is causing some restriction. Closing thought, I would start with checking the rudder cable tension, but go through the remainder of the points I mention just to make sure. I'm going to cc this to Jim Montage and Steve Wilson and see what they might add. Cheers...........Ed Lloyd