Gentle take-offs at high speed

"mike regish" wrote in
:

I'm not thinking in terms of risk, but of finesse.

Yep, agree 110 percent with that. Something no simulator will ever even
get close to reproducing!

Just got my plane back from it's yearly annual, and wow, what a difference
a well tuned engine makes! Well before me reaching the 1000 foot runway
markers, the plane gracefully lifts off.

Allen

"EridanMan" wrote in message
oups.com...
MX -

snip
Its interesting though - While most pilot's I talk too (including my
instructor) swear by this technique, I haven't seen much 'formal'
mention of it in the literature... It strikes me as being a cross
between a traditional and 'soft-field' takeoff. The FAA pilot's manual
warns that "premature rotation" can lead to settling back down on the
runway, and suggests a 'proper' takeoff is simply to set the Aircraft
in Vy attitude initially and let it fly off the runway, but my
instructor has warned me against becoming dependent on that technique,
especially if I ever hope to fly out of high DA airports...


My high density technique is to accelerate with nose wheel on the ground to
my desired final climb speed. Wheels create less drag than wings. If the
end of the runway is met before the airspeed is met, take off anyway.

Danny Dot
NASA culture is workplace bullying
See www.mobbinggonemad.org


I guess this is one of those areas where I'm still actively learning a
great deal.

-Scott

On Nov 12, 8:04 pm, wrote:
Y'All,
To learn something that is basically incorrect presents TWO problems.
If
this is the first way you learned to perform it will be your first
selection
of options when under stress.

Secondly, the greatest single quality of knowing something that has
fundamental faults is that
unlearning such a fault is the most difficult part of you knowledge to
remove.

Learning to do something correctly FIRST is the most important part of
all
performance.
Think on it,
Gene Whitt

"Mxsmanic" wrote in
messagenews:93fcl21iie0d6cs8s2hir1euv9edosdfek@4ax .com...

"Jim Macklin" writes:

In the real world, there is no way in hell to keep a Baron
on the ground at 100 knots.

I'm sure that pushing the stick forward works well. If there were no
way to keep a Baron on the ground at 100 kts, then no Baron could ever
crash at a speed of more than 100 kts, since its intense desire to fly
would keep it from contacting the ground.

--
Transpose mxsmanic and gmail to reach me by e-mail.

The force required to keep many airplanes on the ground
increases drag and extends the take-off roll. Also, moving
the concentration of weight onto the nose wheel and off the
mainwheels will cause the airplane to wheelbarrow and
directional control will be lost.

The early and over rotation on the ground will get the plane
airborne but the high inducted drag will prevent
acceleration. Use the elevator to balance the airplane on
its wheels and rotate into a shallow climb attitude to have
the least total drag.



"Danny Dot" wrote in message
news |
| "EridanMan" wrote in message
|
oups.com...
| MX -
|
| snip
| Its interesting though - While most pilot's I talk too
(including my
| instructor) swear by this technique, I haven't seen much
'formal'
| mention of it in the literature... It strikes me as
being a cross
| between a traditional and 'soft-field' takeoff. The FAA
pilot's manual
| warns that "premature rotation" can lead to settling
back down on the
| runway, and suggests a 'proper' takeoff is simply to set
the Aircraft
| in Vy attitude initially and let it fly off the runway,
but my
| instructor has warned me against becoming dependent on
that technique,
| especially if I ever hope to fly out of high DA
airports...
|
|
| My high density technique is to accelerate with nose wheel
on the ground to
| my desired final climb speed. Wheels create less drag
than wings. If the
| end of the runway is met before the airspeed is met, take
off anyway.
|
| Danny Dot
| NASA culture is workplace bullying
| See www.mobbinggonemad.org
|
|
| I guess this is one of those areas where I'm still
actively learning a
| great deal.
|
| -Scott
|
| On Nov 12, 8:04 pm, wrote:
| Y'All,
| To learn something that is basically incorrect
presents TWO problems.
| If
| this is the first way you learned to perform it will be
your first
| selection
| of options when under stress.
|
| Secondly, the greatest single quality of knowing
something that has
| fundamental faults is that
| unlearning such a fault is the most difficult part of
you knowledge to
| remove.
|
| Learning to do something correctly FIRST is the most
important part of
| all
| performance.
| Think on it,
| Gene Whitt
|
| "Mxsmanic" wrote in
|
messagenews:93fcl21iie0d6cs8s2hir1euv9edosdfek@4ax .com...
|
| "Jim Macklin"
writes:
|
| In the real world, there is no way in hell to keep a
Baron
| on the ground at 100 knots.
|
| I'm sure that pushing the stick forward works well.
If there were no
| way to keep a Baron on the ground at 100 kts, then no
Baron could ever
| crash at a speed of more than 100 kts, since its
intense desire to fly
| would keep it from contacting the ground.
|
| --
| Transpose mxsmanic and gmail to reach me by e-mail.
|
|
|

Mxsmanic wrote:
Is there any harm in taking off at a relatively high speed and very
gently? There seems to be plenty of runway in most cases for small
aircraft. If I leave the ground at 120 kts instead of the normal
rotation speed, I find that I can lift off ever so gently.

Realistically, airplane tires aren't designed for that kind of speed and
associated heat buildup. It would probably cut down on your tire life (not
to mention wheel bearings) dramatically.

-c
PP-ASEL-IA