Down-wind takeoffs

[Jim Harper]

Ok, y'all did a great job on the landings...

Now, how about down-wind takeoffs? My little strip out here (which isn't all that little) looks to be pretty much usually a downwind takeoff. The choice is either takeoff down wind...or take off up hill...and we are talking a height gain of probably 90 feet in 1500 feet...or pretty darn steep. My VW bug will get up to around 30 mph coasting down the hill.

So, the POH says that at 70 degrees and 7200 feet, with a 15 mph tailwind, the takeoff run at gross is right at 600-650 feet. I've got 1500 feet with no important obstacles beyond that (the junipers are probably 10-15 feet high...and they continue to "fall off" into the valley. Add the down hill aspect, and I betcha I will beat that.

Based on the numbers, it looks like a no-brainer. I would plan on keeping the tail down and doing the "soft field" takeoff...to keep directional control early in the run, but of course, given the gobs of power we have (even at this altitude) that is probably a meaningless concern.

Comments? There are no CC instructors out here...and our airplane is sufficiently unique that a typical SuperCub guy is not all that useful.

Thanks in advance.

Jim

[Dan L]

Hi Jim,

I like the idea of asking about take-off's too.

I don't have experience with your downwind - downhill scenario. It sounds like the situation often seen with glacier take-off's. I've been a back seater for a few of those.

With normal take-off's I always pull two notches of flaps and get the tail up quickly. I'd be interested in what others use for this type of take-off as well; one notch, two, three, none?

[Jim Harper]

Great addition, there. Hell, I never use more'n one notch of flaps on takeoff. Do tell, folks...

Jim

[Dan L]

Great addition, there. Hell, I never use more'n one notch of flaps on takeoff. Do tell, folks...

Jim

I too would like to hear what technique others use for takeoff.

As I've mentioned before I roll in full forward trim for landing. I leave all of that trim for takeoff and pull two notches of flaps. I try to leave neutral stick until the tail starts to rise on its own and then push a little forward stick for better visibility. About this time it wants to fly.

For me this seems to offer the quickest takeoff from any surface.

[Jim Harper]

I've been playing more and more with 2notch takeoffs...and three notch takeoffs. I like the two notchers...not so much the three. The airplane flies so quickly, its hard to tell which is better. I think it is off faster with two notches. One of these days I'll try to get scientific.

As an aside, Dan L, I owe you a huge vote of thanks. Using the three notch/tail low/wheel landing techniqe you have suggested has revolutionized my landings. Last couple-three landings using that technique have been tremendous...control, nice touchdown, easy stopping. Just revolutionary for me. I used to hate three notches on landings...doing a full stall landing I really didn't know when the landing was over...don't know how to better express it...seemed like I was down, but it danced a lot. Now I pin it down and brake with the flaps going up...smooth and very satisfying.

Thank you very much!! I love this forum.

Jim

[Dan L]

After watching Randy's well done video on take off techniques I thought this might be a good thread to bring back to life. I use a slight modification of Randy's two-notches-of-flaps method. The difference is I push forward on the stick a bit to get the tail wheel off of the ground. And I also have full forward trim rolled in both for landings and for take offs.

I've found this to method allows the CC to get in the air quicker than others I've experimented with. I use it with skis too.

Anyone else like to add to this?

[Cubrath]

Dan L,

Once you get up to speed shortly after takeoff how does the airplane climb out with full nose down trim? I am still building and not flying so I cant check it out for myself. I would think that you would have to use an uncomfortable amount of back pressure on the stick before you could get the trim rolled back? Same question for a go around landing with full nose down trim.

MR

[Dan L]

Dan L,

Once you get up to speed shortly after takeoff how does the airplane climb out with full nose down trim? I am still building and not flying so I cant check it out for myself. I would think that you would have to use an uncomfortable amount of back pressure on the stick before you could get the trim rolled back? Same question for a go around landing with full nose down trim.

MR

While the flaps are still out pressure on the stick isn't bad at all. Once the flaps are milked off though the trim needs to be traveling to a neutral position. The electric trim on the CC makes that easy and quick though. It has never been an issue for me.

[Cubrath]

While the flaps are still out pressure on the stick isn't bad at all. Once the flaps are milked off though the trim needs to be traveling to a neutral position. The electric trim on the CC makes that easy and quick though. It has never been an issue for me.

Good info, now I will have to go back and find that landing thread!

MR

[Clay Hammond]

With a 1500 feet, clear departure, and terrain that falls away...I don't see any problem. You should be airborne long before it is an issue, depending on load and wind of course. My only concern, and one you might just have to embrace as unanswerable, is whether during an aborted takeoff you'll be able to get it stopped before running off the end. Chance for a brake induced nose over might be higher too due to the downhill lie also, depending on speed, load and braking power. When you go to takeoff just make sure you are fully committed with no factors present potentially leading to an abort.