Club Styles
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Join Date: Oct 2011
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Thanks MONGO, learning point for us inexperienced mortal bottom feeders: some aircraft are approved full flap TO.
Ha ha, can only agree! Also took a 172 up the other day when it was rather windy. With 10* of flap she got off the ground after 50ft! The guy in the RHS said simply 'jeeze...', it was amusing to say the least 
This was obviously followed by the weather-dictated-mandatory attempt to 'hover' the aeroplane!
you certainly wouldn't want to try it in a C150 with 40* Flaps!
This was obviously followed by the weather-dictated-mandatory attempt to 'hover' the aeroplane!
Join Date: May 2009
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[quote] This was obviously followed by the weather-dictated-mandatory attempt to 'hover' the aeroplane [quote]
That's where you need PC's super cub! More like a helicopter on a blowy day.
That's where you need PC's super cub! More like a helicopter on a blowy day.
OK, a super cub is rather an unusual aircraft in some ways. In a full power climb with full flap selected you can hold the stick on the back stop at max gross and the aircraft whilst well on the back of the drag curve will continue to climb, albeit less well than at a sensible speed. Of course, an engine failure while doing this means some hasty readjustment of the attitude is needed Also, it isn't best for engine cooling.
Best angle of climb speed gives a seven degree climb out path. Most aircraft the difference between best angle and best rate is so tiny the flight manual doesn't tell you what the climb path is.
Full flap take-off is standard for short field take-off. For really short, this is what you do:
Starting with flaps UP
Power against brakes. As the tailwheel starts to lift, release the brakes, allow the aircraft to start rolling tail up, then pull smartly back on the stick, at the same time pulling full flap (60 degrees) with the left hand. Put left hand back on the throttle. Once off the ground accelerate to a sensible climbing speed. Retract the flaps if you like. You don't really need this for normal operations, as the take-off roll is so short anyway, but it's good for airshows and the like.
This is not in the flight manual, at least not in the one I have got, but as the official flight manual as approved by the CAA bears no relation to the aircraft in any other way (wrong prop, wrong engine, wrong weight) I am not too worried about this
I don't teach this to students, this is my aircraft and I don't use it for training. I don't know any clubs using a supercub for abinitio training. (The J3 is a very different bird).
Full flap go arounds require a substantial push against the pitch up when power is added. Either get winding on the trim handle ((26 turns fully nose up to fully nose down) The go-around case will need twenty turns or thereabouts) or retract the flaps to first stage smartish if you don't want to wear out your right arm in compression.
Ok, I will now await incoming. Please remember I am not telling you to do this, it is aircraft specific and I have been flying and tugging with this cub since 1988. I do the maintenance including the last refabric, so I know it pretty well. It is on a normal C of A on annex II, with engineering organisation sign-off for the inspections other than the 50 hours.
This aeroplane is nearly 60 years old. Certification standards and flight manuals have changed over the years, and if it was built today it would probably struggle to meet them. However, a lot of cubs have survived so I expect Piper got it right. I certainly don't propose to buy anything else. In fact, I was asked the other day what I would buy if money was no object, and I didn't really have to think about the answer. If you want to know, I would keep the cub but spend some money on hire fees for exotic types, and expand my horizons with a twin rating and IR. As the money isn't there, I intend to continue touring with the cub, especially since the shiny new transponder should make that a lot easier.
I say again: Flying should be fun
If it isn't why are we paying to do it?
Also, it isn't best for engine cooling.Best angle of climb speed gives a seven degree climb out path. Most aircraft the difference between best angle and best rate is so tiny the flight manual doesn't tell you what the climb path is.
Full flap take-off is standard for short field take-off. For really short, this is what you do:
Starting with flaps UP
Power against brakes. As the tailwheel starts to lift, release the brakes, allow the aircraft to start rolling tail up, then pull smartly back on the stick, at the same time pulling full flap (60 degrees) with the left hand. Put left hand back on the throttle. Once off the ground accelerate to a sensible climbing speed. Retract the flaps if you like. You don't really need this for normal operations, as the take-off roll is so short anyway, but it's good for airshows and the like.
This is not in the flight manual, at least not in the one I have got, but as the official flight manual as approved by the CAA bears no relation to the aircraft in any other way (wrong prop, wrong engine, wrong weight) I am not too worried about this
I don't teach this to students, this is my aircraft and I don't use it for training. I don't know any clubs using a supercub for abinitio training. (The J3 is a very different bird).
Full flap go arounds require a substantial push against the pitch up when power is added. Either get winding on the trim handle ((26 turns fully nose up to fully nose down) The go-around case will need twenty turns or thereabouts) or retract the flaps to first stage smartish if you don't want to wear out your right arm in compression.
Ok, I will now await incoming. Please remember I am not telling you to do this, it is aircraft specific and I have been flying and tugging with this cub since 1988. I do the maintenance including the last refabric, so I know it pretty well. It is on a normal C of A on annex II, with engineering organisation sign-off for the inspections other than the 50 hours.
This aeroplane is nearly 60 years old. Certification standards and flight manuals have changed over the years, and if it was built today it would probably struggle to meet them. However, a lot of cubs have survived so I expect Piper got it right. I certainly don't propose to buy anything else. In fact, I was asked the other day what I would buy if money was no object, and I didn't really have to think about the answer. If you want to know, I would keep the cub but spend some money on hire fees for exotic types, and expand my horizons with a twin rating and IR. As the money isn't there, I intend to continue touring with the cub, especially since the shiny new transponder should make that a lot easier.
I say again: Flying should be fun
If it isn't why are we paying to do it?
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I don't teach this to students, this is my aircraft and I don't use it for training. I don't know any clubs using a supercub for abinitio training. (The J3 is a very different bird).
West London Aero Club do at White Waltham Airfield. G-WLAC
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And how do they manage with the bits and pieces that the instructor can't reach?
Brian St.Clair doesn't ring any bells. This was way way back in 1989 or 1990. The syllabus still had Loran, and GPS was science fiction. About the time we bought the cub, which wasn't even considered vintage then , just old and cheap. One of the best purchases my then future husband and I made.
