Take off with stall warning horn
The Pawnees I have towed with generally had the breaker for the stall warning light pulled. Otherwise it is a distraction. It is fun, though, to split-S after release and pull a couple G's all the way through with it in. Lights up and if you keep it lit all the way you are only doing 120 out the bottom.
The super cub, like its little brother, was unencumbered by any such nonsense.
The super cub, like its little brother, was unencumbered by any such nonsense.
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Pretty black and white, no grey area there huh !!!!
My gliding club has a Pawnee and anybody who did a Split S in it would be fired on the spot................
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Are students really being taught to 'rotate' at a certain speed in a SEP? As has been said, that's entirely innappropriate in such an aeroplane - very poor technique.
Lovely fun aeroplane! I have fond memories of one of those I flew for a few years.
The stall warner in the Chippy is pre-stall buffet. For a soft field take off you can drag a Chippy into the air way on the back of the drag curve and accelerate in ground effect while 'feeling' the wing coming alive as the AoA is gradually reduced until the wing is in the positive side of the drag curve and a normal climb-away can be made. The ASI plays no part whatever in this.
I'm just learning the delights of the L4 Cub
The stall warner in the Chippy is pre-stall buffet. For a soft field take off you can drag a Chippy into the air way on the back of the drag curve and accelerate in ground effect while 'feeling' the wing coming alive as the AoA is gradually reduced until the wing is in the positive side of the drag curve and a normal climb-away can be made. The ASI plays no part whatever in this.
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Whats a 'stall warner' ?
As step turn and SSD say.....
I would just add that the feel of any aircraft is enhanced by holding the stick (or that funny steering wheel thingy) LIGHTLY and removing boxing gloves before flight
I would just add that the feel of any aircraft is enhanced by holding the stick (or that funny steering wheel thingy) LIGHTLY and removing boxing gloves before flight
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@mad_jock: I don't know what thread it came from, but if the person on the right is the instructor, he should know that when you apply full throttle the nose goes to the left. Nobody corrected for that. And the student (I think) on the left should never have been allowed to pull up the nose like that while flying towards the tree tops, that's an accident waiting to happen.
@SSD: During my lessons in a C172 I was taught to gain speed, then lift the nosewheel a bit, and it will fly off on its own. On a grass runway you lift the nose sooner to reduce drag and wear. Once enough speed is gained, it will fly without additional input. Some might call that part where the nose is lifted rotation.
[edit]
I now see the other thread. Let's keep those discussions there.
@SSD: During my lessons in a C172 I was taught to gain speed, then lift the nosewheel a bit, and it will fly off on its own. On a grass runway you lift the nose sooner to reduce drag and wear. Once enough speed is gained, it will fly without additional input. Some might call that part where the nose is lifted rotation.
[edit]
I now see the other thread. Let's keep those discussions there.
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Being taught to rotate
In answer to the question above, for odd reasons, I did my PPL training (2011-12) in two different flight schools.
One was a commercial airport in East Anglia, flew C172's off a long concrete runway and had a number of youngish instructors. Most definitely they drummed into students about 'rotation speed', even the learned by rote safety briefing to be given prior to pulling on to the runway had to refer to 'At x knots we will rotate'.
The grass strip that I had started at and at which I finished my PPL (in a C150/152) had a 'more mature' instructor whose instruction was get the front wheel off the ground asap, then let the plane fly itself off when ready, using ground effect as an ally.
I guess both have their place in the right situations.
One was a commercial airport in East Anglia, flew C172's off a long concrete runway and had a number of youngish instructors. Most definitely they drummed into students about 'rotation speed', even the learned by rote safety briefing to be given prior to pulling on to the runway had to refer to 'At x knots we will rotate'.
The grass strip that I had started at and at which I finished my PPL (in a C150/152) had a 'more mature' instructor whose instruction was get the front wheel off the ground asap, then let the plane fly itself off when ready, using ground effect as an ally.
I guess both have their place in the right situations.
My gliding club has a Pawnee and anybody who did a Split S in it would be fired on the spot................
I agree. A student and I in a Blanik were nearly killed by a tow-pilot doing that when he thought the rope had released. We ended up accelerating nearly vertically downwards. Using two-hands, I managed to release going through about 100 kts, whereupon the Blanik did a stick-free 3G pullup, attempting to regain the trimmed speed of 50 kts!
I used up the fourth of my nine-lives on that occasion. Luckily, no more since.
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Oz tugs have mirrors .. .which the pilot watches closely to actually SEE the line drop away before doing things which would cause such frights.
Then again, that didn't always work in reverse .. had a Blanik (not quite) release (and not check the rope visually) ... a booming day .. and suddenly found myself inverted into a spin at around 500ft in the SuperCub. Both I and the glider instructor released much at the same time and the rope was lost although I confess to not having much concern about that at the time.
Almost damaged the tree leaves and branches during the recovery .. some constructive debriefing with the trainee pilot after he landed ...
Then again, that didn't always work in reverse .. had a Blanik (not quite) release (and not check the rope visually) ... a booming day .. and suddenly found myself inverted into a spin at around 500ft in the SuperCub. Both I and the glider instructor released much at the same time and the rope was lost although I confess to not having much concern about that at the time.
Almost damaged the tree leaves and branches during the recovery .. some constructive debriefing with the trainee pilot after he landed ...
Um. Don't all tugs have mirrors? They certainly do in UK and France.
They don't all have mechanical stall warnings, that's for sure. Those that do have such things usually have them correctly calibrated, unlike many of the trainers in club use. I flew a DR400 the other day which kept beeping away at 70kts. Grrr.
They don't all have mechanical stall warnings, that's for sure. Those that do have such things usually have them correctly calibrated, unlike many of the trainers in club use. I flew a DR400 the other day which kept beeping away at 70kts. Grrr.
PC,
Almost all the towplanes in Canada that I have flown have mirrors, but I think the one in my incident did not.
The clubs in Alberta adopted an SOP many years ago, which was much safer but was introduced mainly to reduce cylinder head cracking. A gentle left-turn, selection of full-flap and a slight power-reduction. After one minute, a further power reduction and a full-flap descent at 80 mph.
Almost all the towplanes in Canada that I have flown have mirrors, but I think the one in my incident did not.
The clubs in Alberta adopted an SOP many years ago, which was much safer but was introduced mainly to reduce cylinder head cracking. A gentle left-turn, selection of full-flap and a slight power-reduction. After one minute, a further power reduction and a full-flap descent at 80 mph.
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I guess both have their place in the right situations.
We used to watch in horror visiting PPLs at Barton who had been trained (not at Barton) who would hammer down our bumpy 27, no attempt to relieve the poor old nose wheel which is not designed to take that sort of punishment, then at the magic speed, rotate. Those were aeroplane drivers, not aviators. Didn't they feel it was pi55 poor aeroplane-wrecking technique?