Question about elevator control on takeoff. Between the time you've started to apply power and the time the control surfaces become effective, is it preferable to hold the stick full back or just partially back, or something else entirely? I thought I read full back somewhere, and that's what the Spitfire's manual says to do* so I figured full back would be OK in the Texan as well. However, I can't find anything in the manual about this and, in several of the videos I've seen of people flying one, it doesn't look like they go full back.
*page 58: "at the beginning of the take off run hold the control column spade grip fully back until the aeroplane has attained sufficient speed for the control surfaces to operate, around 30 m.p.h.; then ease the control column spade grip to or near neutral"
Elevator on Takeoff
- ClipperLuna
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- DHenriques_
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Re: Elevator on Takeoff
In the T6 just start with the stick a bit aft of neutral then as speed increases let the tail fly up naturally.ClipperLuna wrote:Question about elevator control on takeoff. Between the time you've started to apply power and the time the control surfaces become effective, is it preferable to hold the stick full back or just partially back, or something else entirely? I thought I read full back somewhere, and that's what the Spitfire's manual says to do* so I figured full back would be OK in the Texan as well. However, I can't find anything in the manual about this and, in several of the videos I've seen of people flying one, it doesn't look like they go full back.
*page 58: "at the beginning of the take off run hold the control column spade grip fully back until the aeroplane has attained sufficient speed for the control surfaces to operate, around 30 m.p.h.; then ease the control column spade grip to or near neutral"
- ClipperLuna
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Re: Elevator on Takeoff
Thank you much, Dudley. Your help is always appreciated.
It's remarkable all the knowledge, information, and experience we get on this forum.
It's remarkable all the knowledge, information, and experience we get on this forum.
- Killratio
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Re: Elevator on Takeoff
The difference being because the Spitfire is extremely nose heavy on the ground.
- DHenriques_
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Re: Elevator on Takeoff
A Mustang will jump the chocks at 40 inches.Killratio wrote:The difference being because the Spitfire is extremely nose heavy on the ground.
DH
- ClipperLuna
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Re: Elevator on Takeoff
Something peculiar I also read in its manual now makes sense. That's why you have to have two people holding the tail down during mag checks, right?Killratio wrote:The difference being because the Spitfire is extremely nose heavy on the ground.
Holy cow that's a lot of power. I imagine it depends on the person, but doesn't it almost seem overwhelming to someone brand-new to the Mustang or Spitfire? I don't have either one yet, but I'm hoping to work myself up to them.DHenriquesA2A wrote: A Mustang will jump the chocks at 40 inches.
DH
- DHenriques_
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Re: Elevator on Takeoff
Are you talking real life here? If so, it's no big deal really. It's all handled easily during the checkout. Full power with the Spit requires either the tail tied down or people sitting on the tail. (Personally I wouldn't want to be sitting on the tail of a Spit being run up at full powerClipperLuna wrote:Something peculiar I also read in its manual now makes sense. That's why you have to have two people holding the tail down during mag checks, right?Killratio wrote:The difference being because the Spitfire is extremely nose heavy on the ground.
Holy cow that's a lot of power. I imagine it depends on the person, but doesn't it almost seem overwhelming to someone brand-new to the Mustang or Spitfire? I don't have either one yet, but I'm hoping to work myself up to them.DHenriquesA2A wrote: A Mustang will jump the chocks at 40 inches.
DH
For the Mustang it's the same as the Spitfire. It's all about intelligent use of power.
Dudley Henriques
- ClipperLuna
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Re: Elevator on Takeoff
Hmm, admittedly I did word my last statement somewhat awkwardly. When I asked if it was overwhelming, I was wondering about someone flying them real-life. When I said I wanted to work up to them, I was referring to the A2A versions. Alas, it's unlikely I'll ever get a go at a real Spit or Mustang. All I've flown real-world are C152s and C172s. But I do try to take my simming seriously and treat the sim plane same as I would the real thing. An odd end result of this is, knowing how powerful something like a Spitfire or Mustang is, I find I'm almost nervous about flying even a simulated one.DHenriquesA2A wrote: Are you talking real life here?
Dudley Henriques
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Re: Elevator on Takeoff
That's ok. I assumed you meant real life and just wanted to know the answer to a question. )ClipperLuna wrote:Hmm, admittedly I did word my last statement somewhat awkwardly. When I asked if it was overwhelming, I was wondering about someone flying them real-life. When I said I wanted to work up to them, I was referring to the A2A versions. Alas, it's unlikely I'll ever get a go at a real Spit or Mustang. All I've flown real-world are C152s and C172s. But I do try to take my simming seriously and treat the sim plane same as I would the real thing. An odd end result of this is, knowing how powerful something like a Spitfire or Mustang is, I find I'm almost nervous about flying even a simulated one.DHenriquesA2A wrote: Are you talking real life here?
Dudley Henriques
DH
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