Tailwheel Normal and Soft-Field TakeoffsWhen taking off in a tailwheel aircraft, the aircraft is lined up on the runway. Forward visibility for the pilot may differ from model to model and will most definitely be more limited compared to a tricycle gear aircraft. After lineup, the pilot will slowly apply appropriate power in a methodical and deliberate manner, be careful not to “cram the throttle forward”. A normal takeoff usually includes application of full power in a 3-second count. Upon initial roll, the pilot will keep the stick (or yoke) neutral. As airspeed begins to register, the pilot will push forward on the stick until the aircraft balances on the main wheels with the tail is off the ground. This is approximately the position where the aircraft would be in level flight. Upon reaching sufficient airspeed for climb, slight back pressure will bring the aircraft into a climb and the takeoff climb out is initiated. Most of the problems encountered in takeoff are resultant from non-compensation for the torque effects on the aircraft. This is completed simply by adding some right rudder pressure on takeoff to keep the aircraft straight. Torque is more noticeable than in a tricycle gear aircraft since the three point attitude during takeoff and the propeller rotation on the plane is not perpendicular to the plane of motion. Another problem for many pilots is the fear of striking the propeller on the ground while the tail is raised during the takeoff run. While it is possible to do so, it takes a great deal of forward pressure and in most cases a substantial bounce to have the nose in a position to strike the propeller. A good idea for many students is to sit in aircraft and have an instructor (or more people depending on the weight of the aircraft) lift the tail of the aircraft to the point that it would take for a propeller strike to take place to allow visualize just how far forward that the aircraft would have to be in order to actually strike the propeller. The procedure is as follows:
Skipping: Skipping occurs when the pilot accelerates to appropriate airspeed, and then rotates. As soon as the wheels leave the ground, the plane will rotate about the CG which is located aft of the main wheels and so then arm is relaxed. This leads the plane to want to settle back down if back pressure is not maintained and slightly increased. This is more noticeable when there is an aft center of gravity in the plane. During takeoff if the “skipping” is encountered, bring the nose slightly forward to allow airspeed to build, then rotate at a slightly higher airspeed and climb. This may mean brining the aircraft in contact with the runway and keeping pressure on the mains a bit longer to build the airspeed necessary for a clean takeoff. Yaw Fluctuation: During takeoff, the plane will yaw slightly about the access. This can be corrected with rudder trim if available, or rudder pressure. If there is a strong crosswind, this tendency is pronounced and for many tailwheel pilots, the best practice is to turn the aircraft into the wind for the climb if there is no obstacle danger present. The most common error that is noticed during takeoff is as the aircraft begins to yaw, the pilot will over-correct with their rudder to counteract the yaw and end up traveling the opposite direction. This leads them to overcorrect back the opposite direction and the process begins to multiply. This condition can lead to ground loop on takeoff, but can be corrected by simply inputting smaller rudder corrections to correct for the yaw fluctuation. Takeoff Stall: Over-rotation during the takeoff can initiate a takeoff stall. This leads to a tailhook re-landing of the aircraft. This condition is avoided by simply not over-rotating or if over-rotation occurs, lowering the nose a bit to decrease the angle of attach and re-establish an appropriate climb attitude. |
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| Dodgen Aircraft • 740 Grand Street • Allegan, MI 49010 • Allegan: (269) 673-4157 • info@dodgenaircraft.com | |||||||||
