AC wrote:
Snuffy_Hadden wrote:
I couldn't get the 47 off the ground until I saw this thread about using the elevator to lift the tail. Since then I've been airborne with this bird plenty of times.
Beginning with the Cub J-3, Most tail draggers ,that I flew, lifted their tail spontaneously as they picked up speed. Originally they had skids instead of tail wheels back there so we got the tail up as soon as we could.
Also, the airflow over the wing blanks the rudder when it is in a tail low position. This was particularly noticeable with the Goonie bird (DC-3) and the C-45 (AT 7 or Beech I8 )
This is all truly a matter of getting to know this airplane and using the right technique. The biggest problem in training for takeoffs with this plane was with pilots trying to hoist it off the ground too soon. This is a big, heavy airplane and it needs a lot of runway and airspeed to get airborne comfortably. Once airborne it is very stable and a great airplane. The problem is not getting enough flying speed and not managing the stick by trying to hoist the tail off the ground too soon.
We know, without any doubt, that this plane can be flown exactly as indicated in the manual. We've proven this through a lot of testing. The manual indicates that the tail should be raised at least a foot off the ground before lifting off. This allows you to gain good elevator authority, reduces drag, and lets the wing work more efficiently. Also, the CG is well aft on these aircraft on normal takeoff by design (about 28 percent MAC) which further necessitates the need to get the tail up. Keep in mind, too, that civil aircraft do not have the weight of guns, ammunition, extra fuel, bombs, or many other items and therefore, observation of civil aircraft on takeoff is not necessarily representative of "the Army way" of flying. You need a good long takeoff roll for this bird, but she will do what she's supposed to given the chance. Here is exactly what needs to be done to get the plane to behave as expected:
NOTE: Before flight, CHECK AIRCRAFT WEIGHT. The WoP aircraft load in with all weapons and stores in place and will be very heavy. You must remove these payloads and save the flight in the configuration you wish. Otherwise, the aircraft will load in at weights approaching 16,000 lbs! A normal training mission should be with no weapons or ammunition and only the forward tank full, which will give you a weight of around 12,750 lbs. for the D-25 model. For any weight above 14,000 lbs. it is advisable to use 1/3 to 1/2 flaps. So set up an orientation flight, preferably on a grass runway, at minimum weight before getting started.
--Confirm aircraft weight and loading.
--Line up on the runway
--Hold stick full back
--Lock tailwheel
--Confirm prop is at high RPM
--Advance throttle smoothly, but briskly, to full
--Use rudders to control direction
--Stick will begin to shake
--Neutralize stick when shaking commences
--Hold stick in neutral to slightly forward position at this point
--Resist the urge to hoist the tail up
--Allow tail to lift naturally with stick neutral or slightly forward
--Aircraft will fly itself off the runway with the tailwheel about 12-18" off the ground
--Ease the stick forward to gain flying speed
--Raise the gear
--Retrim as needed
--Go FLY!
Three-point or near-three-point landings are also very much achievable, but again, these take practice, and watch your weight! Set up a landing orientation mission with the proper landing weight of about 12,000 lbs. (or less) and shoot a bunch of landings. You will get it a lot quicker than you'd think.
Login
Register
FAQ
Search
I guess that's why he put "p-63" brakes on it - twice the area of the stock one's!
