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"Bertie the Bunyip" wrote
Never flown a Husky, but what you learned in the cub will get you into anyting else with relative ease if you've absorbed what the cub taught you. It's still teaching me as I continue to work on perfecting my technique. After a couple thousand hours in tricycle gear airplanes, I'm finding that just going around the pattern chasing that painted-on 3-pointer is more fun than I could have imagined. Who would have thought that this little 1940's vintage 85HP airplane with no electrical system could be so challenging and so much fun?! You've learned to get the stick back to the stop during rollout , hopefully.(actualy, in a cub you have to have it there as you touch down or you end up porpoising down the runway, eh? ) If you weren't attentive to the rudder you ended up going backwards. What else do you need to know? It teaches you what your feet are for and makes you look like an idiot if you don't! I have to smile reading this. I'm flying from a grass strip that's less than smooth in spots and I was getting lazy holding the stick all the way back on the stop during the rollout. Finally, my instructor turns around and laughingly says to me "You're gonna lose it one of these times if you keep letting the stick bounce like that." That cured me of that little bad habit right then and there. Even a Pitts isn't such a big step up if you have mastered a cub (as opposed to having jus survived a few hours in a Cub) I'm no longer just surviving but I also know I haven't quite mastered it yet. I still haven't flown a better training airplane. The best part is that my wife absolutely loves flying in the thing, especially with the door and window open. What a blast! BDS |
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"BDS" wrote in
: "Bertie the Bunyip" wrote Never flown a Husky, but what you learned in the cub will get you into anyting else with relative ease if you've absorbed what the cub taught you. It's still teaching me as I continue to work on perfecting my technique. After a couple thousand hours in tricycle gear airplanes, I'm finding that just going around the pattern chasing that painted-on 3-pointer is more fun than I could have imagined. Who would have thought that this little 1940's vintage 85HP airplane with no electrical system could be so challenging and so much fun?! Yep. Best thing is it never really grows old. It's still one of the most satisfying things to do in an airplane as far as I'm concerned. Heaven is slipping over the fence in a biplane and settling onto freshly cut grass... You've learned to get the stick back to the stop during rollout , hopefully.(actualy, in a cub you have to have it there as you touch down or you end up porpoising down the runway, eh? ) If you weren't attentive to the rudder you ended up going backwards. What else do you need to know? It teaches you what your feet are for and makes you look like an idiot if you don't! I have to smile reading this. I'm flying from a grass strip that's less than smooth in spots and I was getting lazy holding the stick all the way back on the stop during the rollout. Finally, my instructor turns around and laughingly says to me "You're gonna lose it one of these times if you keep letting the stick bounce like that." That cured me of that little bad habit right then and there. Yeah, you have to do that it petty much al talidraggers after they're down. Even a Pitts isn't such a big step up if you have mastered a cub (as opposed to having jus survived a few hours in a Cub) I'm no longer just surviving but I also know I haven't quite mastered it yet. Well, it takes time is all. Once you're off and sort of wobbling along on your own the real learning begins, eh? I still haven't flown a better training airplane. The best part is that my wife absolutely loves flying in the thing, especially with the door and window open. What a blast! Excellent. Enjoy yourself. One piece of advice I can give that's useful to new talidragger pilots, or at least I've found it so, is to get religious about aving the controls in the right position when taxiing in wind. Any wind at all. Even three knots. For one thing, having the ailerons in particualr, plcaed correctly, you increase your control of the airplane dramatically. Being in the habit of doing this wil give you the edge you need it during crosswind landings. It's habits that come to the forefront when your brain degenerates to it's primevel state when things start happening quickly. BTW, when taxiing with a tailwind you need to reverse, as yo know. Don't forget to consider the taxi speed of your airplane in relation to the wind. Elevators are tricky in this situation. If you got a roaring tailwind, you need to have them forward (Careful with the power here or you could have an instant headwind as far as your elevators are concerned) It can be hard to tell if you need the elevators up or down when you're taxing downwind, but th erule I use is if you can feel the stick "click" as the wind passes ovr the elavotrs as you move them up and down you should have them down. Make sense? Bertie |
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"Bertie the Bunyip" wrote
One piece of advice I can give that's useful to new talidragger pilots, or at least I've found it so, is to get religious about aving the controls in the right position when taxiing in wind. Any wind at all. Even three knots. For one thing, having the ailerons in particualr, plcaed correctly, you increase your control of the airplane dramatically. Being in the habit of doing this wil give you the edge you need it during crosswind landings. It's habits that come to the forefront when your brain degenerates to it's primevel state when things start happening quickly. Good advice. It's easy to get complacent about control positioning while taxiing, and I know what you mean about the difference in control when they're in the right position. You can definitely feel the difference. BTW, when taxiing with a tailwind you need to reverse, as yo know. Don't forget to consider the taxi speed of your airplane in relation to the wind. Elevators are tricky in this situation. If you got a roaring tailwind, you need to have them forward (Careful with the power here or you could have an instant headwind as far as your elevators are concerned) It can be hard to tell if you need the elevators up or down when you're taxing downwind, but th erule I use is if you can feel the stick "click" as the wind passes ovr the elavotrs as you move them up and down you should have them down. Make sense? I'll have to try that rule of thumb next time but it sounds like what you're saying is that if you can feel the wind pushing on the elevator as it moves through neutral then it should be down. I've been taxiing with the elevator full forward in all tailwind conditions up to this point, and that's probably not a good habit to get into, especially when moving into something with more power. BDS |
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On 25 Sep, 19:03, "BDS" wrote:
"Bertie the Bunyip" wrote One piece of advice I can give that's useful to new talidragger pilots, or at least I've found it so, is to get religious about aving the controls in the right position when taxiing in wind. Any wind at all. Even three knots. For one thing, having the ailerons in particualr, plcaed correctly, you increase your control of the airplane dramatically. Being in the habit of doing this wil give you the edge you need it during crosswind landings. It's habits that come to the forefront when your brain degenerates to it's primevel state when things start happening quickly. Good advice. It's easy to get complacent about control positioning while taxiing, and I know what you mean about the difference in control when they're in the right position. You can definitely feel the difference. BTW, when taxiing with a tailwind you need to reverse, as yo know. Don't forget to consider the taxi speed of your airplane in relation to the wind. Elevators are tricky in this situation. If you got a roaring tailwind, you need to have them forward (Careful with the power here or you could have an instant headwind as far as your elevators are concerned) It can be hard to tell if you need the elevators up or down when you're taxing downwind, but th erule I use is if you can feel the stick "click" as the wind passes ovr the elavotrs as you move them up and down you should have them down. Make sense? I'll have to try that rule of thumb next time but it sounds like what you're saying is that if you can feel the wind pushing on the elevator as it moves through neutral then it should be down. I've been taxiing with the elevator full forward in all tailwind conditions up to this point, and that's probably not a good habit to get into, especially when moving into something with more power. BDS Yes, sounds like you got the idea. An awful lot of airplanes end up on their nose (particularly Supercubs for some reason) because the pilot turns downwind quickley using a bit of brake at the same time. Bertie |
#5
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On Sep 25, 3:11 pm, Bertie the Bunyip
wrote: Yes, sounds like you got the idea. An awful lot of airplanes end up on their nose (particularly Supercubs for some reason) because the pilot turns downwind quickley using a bit of brake at the same time. Bertie Some quick ways to get a taildragger up on its nose: -Using lots of brake in the rollout without using elevator to maintain attitude. And holding the brakes on hard even when the speed is gone. -Taxiing too fast downwind and either losing control (no airflow over the surfaces; got to fly a taildragger all the time, remember?) and initiating a groundloop, or turning too quickly out of a tailwind. The wind against the side of the fuselage, under the upwind wing and under the stab combines with centrifugal force to lift a wheel, whereupon the downwind wing drags on the surface, and now that more wind can get at the wing and stab, there's more lift, the tail comes up, and inertia through the CG and against the dragging wing does the rest. -With CG forward (nobody in the back), doing a runup without holding the elevator back will lift the tail of many taildraggers. As the tail comes up, the angle between the CG and the locked mains decreases so that the tail gets even lighter, and over she goes. Happens if the pilot has his head in the cockpit and isn't paying attention to what's going on outside. Can happen, too, if the pilot is trying to taxi through deep snow or gooey mud. Dan |
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