Today's Message Index:
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1. 05:28 AM - RV7 Take-off (Garlick, Bill (W.D.))
2. 06:39 AM - Re: RV7 Take-off (Dana Overall)
3. 07:43 AM - Re: RV7 Take-off (Michael Crawford)
Message 1
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Hello,
I would appreciate some comments and advice from RV7 flyers about
concerns I have with take-offs (landings are no problem).
I operate an RV7 (Tailwheel, Lycoming 160 hp IO-320, Sensenich FP) in
the UK from a 1,650 feet grass strip. Most of the the airfields I visit
are also grass, in various conditions and states of repair, with runways
usually in the range 1,500 to 2,400 feet in length.
The runways are seldom dead flat, and usually have various bumps and
undulations. I always seem to encounter one of these bumps or
undulations just at the wrong time during the take-off run, whereby I
get bumped into the air by the standard springy undercarriage when the
aircraft is just not quite ready to fly, and then I usually manage a
juggling act to keep it flying. My friend has the same IO-320 engine,
but with a VP Hartzell, which hauls his aircraft into the air without
encountering the same situation...I'm beginning to think my engine /
propeller combination is not suitable for the RV7 in these conditions!
I've discussed my concerns with instructors but their advice seems to be
the standard "get the aircraft balanced into a flying attitude and it
will almost fly itself off at the right time"...Maybe that's part of my
problem, the correct "flying attitude" during the take-off run? - I've
tried various: tail down, tail a bit high, but the effects seem to be
the same except that when the tail is a bit high, I'm sensing that the
undercarriage legs are flexing too much over the runway undulations,
with the potential risk of a prop strike. As the runways are generally
not very long, I always try to get the tail up into what I think is the
correct attitude as soon as the aircraft is running straight (which
takes quite a hefty shove forward on the stick), and I use 10 degrees of
flap. - I'm not sure whether 20 degrees creates more drag than lift
during the take-off?
Grateful for any tips, techniques, or advice.
Thanks
Bill
Message 2
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Bill, if what they are referring to in "it will fly itself off" is letting
it fly itself, have you tried just going neutral on the elevator, ailerons
into the wind and giving it power. In non gusty conditions, the 7 will fly
itself off quite nicely without you ever forcing the tail up or holding th
e tail down. In this scenario, you are not forcing anything and it flies w
hen it is ready. It is about a non event kind of takeoff.
Dana Overall
Richmond, KY i39
RV-7 slider "Black Magic"
Flying
O 360 A1A, C/S C2YR-1BF/F7666A4
http://rvflying.tripod.com/firstflight_010.jpg
http://www.youtube.com/watch?v=MMi05-WU2D0#GU5U2spHI_4
http://rvflying.tripod.com
do not archive
Subject: RV7-List: RV7 Take-off
From: bgarlick@ford.com
RV7 Take-off
Hello,
I would appreciate some comments and advice from RV7 flyers about concerns
I have with take-offs (landings are no problem).
I operate an RV7 (Tailwheel, Lycoming 160 hp IO-320, Sensenich FP) in the U
K from a 1,650 feet grass strip. Most of the the airfields I visit are als
o grass, in various conditions and states of repair, with runways usually i
n the range 1,500 to 2,400 feet in length.
The runways are seldom dead flat, and usually have various bumps and undula
tions. I always seem to encounter one of these bumps or undulations just a
t the wrong time during the take-off run, whereby I get bumped into the air
by the standard springy undercarriage when the aircraft is just not quite
ready to fly, and then I usually manage a juggling act to keep it flying.
My friend has the same IO-320 engine, but with a VP Hartzell, which hauls h
is aircraft into the air without encountering the same situation=85I'm begi
nning to think my engine / propeller combination is not suitable for the RV
7 in these conditions!
I've discussed my concerns with instructors but their advice seems to be th
e standard "get the aircraft balanced into a flying attitude and it will al
most fly itself off at the right time"=85Maybe that's part of my problem, t
he correct "flying attitude" during the take-off run? - I've tried various:
tail down, tail a bit high, but the effects seem to be the same except tha
t when the tail is a bit high, I'm sensing that the undercarriage legs are
flexing too much over the runway undulations, with the potential risk of a
prop strike. As the runways are generally not very long, I always try to
get the tail up into what I think is the correct attitude as soon as the ai
rcraft is running straight (which takes quite a hefty shove forward on the
stick), and I use 10 degrees of flap. - I'm not sure whether 20 degrees cre
ates more drag than lift during the take-off?
Grateful for any tips, techniques, or advice.
Thanks
Bill
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Message 3
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Bill,
I have a few airports here in Los Angeles that have "bumps" in the perfect
spot also. They seem to be right about 40 knots...anyway I have a fixed
pitch with 0-360 and what works for me is once I have 30ish knots, the tail
is gently "told" to go to a flying position and if I encounter the bumps
then she just bounces in the air a bit, the acceleration usually pulls me
right up to flying speed lickity split. As far as having a higher tail,
lower tail or anything like that I always take off the same way. I have
never heard of anyone trying to use 20 flaps and I don't see how that will
help anything, but 10 is a setting which lots of guys use. I personally
never use flaps for take off but I don't go off strips shorter than 2K feet,
(none in LA). I have spent a fair share of time in dry lake beds and even
then I don't use 10. I would also agree with Dana as far as a nice neutral
elevator and let the wings do their job. Just my 2 cents.
Mike
RV-7 Slider
406 Hrs
_____
From: owner-rv7-list-server@matronics.com
[mailto:owner-rv7-list-server@matronics.com] On Behalf Of Dana Overall
Sent: Monday, April 21, 2008 6:34 AM
Subject: RE: RV7-List: RV7 Take-off
Bill, if what they are referring to in "it will fly itself off" is letting
it fly itself, have you tried just going neutral on the elevator, ailerons
into the wind and giving it power. In non gusty conditions, the 7 will fly
itself off quite nicely without you ever forcing the tail up or holding the
tail down. In this scenario, you are not forcing anything and it flies when
it is ready. It is about a non event kind of takeoff.
Dana Overall
Richmond, KY i39
RV-7 slider "Black Magic" Flying
O 360 A1A, C/S C2YR-1BF/F7666A4
http://rvflying.tripod.com/firstflight_010.jpg
http://www.youtube.com/watch?v=MMi05-WU2D0#GU5U2spHI_4
http://rvflying.tripod.com
do not archive
_____
Subject: RV7-List: RV7 Take-off
From: bgarlick@ford.com
Hello,
I would appreciate some comments and advice from RV7 flyers about concerns I
have with take-offs (landings are no problem).
I operate an RV7 (Tailwheel, Lycoming 160 hp IO-320, Sensenich FP) in the UK
from a 1,650 feet grass strip. Most of the airfields I visit are also
grass, in various conditions and states of repair, with runways usually in
the range 1,500 to 2,400 feet in length.
The runways are seldom dead flat, and usually have various bumps and
undulations. I always seem to encounter one of these bumps or undulations
just at the wrong time during the take-off run, whereby I get bumped into
the air by the standard springy undercarriage when the aircraft is just not
quite ready to fly, and then I usually manage a juggling act to keep it
flying. My friend has the same IO-320 engine, but with a VP Hartzell, which
hauls his aircraft into the air without encountering the same situation.I'm
beginning to think my engine / propeller combination is not suitable for the
RV7 in these conditions!
I've discussed my concerns with instructors but their advice seems to be the
standard "get the aircraft balanced into a flying attitude and it will
almost fly itself off at the right time".Maybe that's part of my problem,
the correct "flying attitude" during the take-off run? - I've tried various:
tail down, tail a bit high, but the effects seem to be the same except that
when the tail is a bit high, I'm sensing that the undercarriage legs are
flexing too much over the runway undulations, with the potential risk of a
prop strike. As the runways are generally not very long, I always try to
get the tail up into what I think is the correct attitude as soon as the
aircraft is running straight (which takes quite a hefty shove forward on the
stick), and I use 10 degrees of flap. - I'm not sure whether 20 degrees
creates more drag than lift during the take-off?
Grateful for any tips, techniques, or advice.
Thanks
Bill
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