Rather than rehashing an ideal
takeoff scenario, my goal is to
explain the reasons why certain
pilots routinely perform perfect
takeoffs regardless of the type of
airplane they fl y, and at the same time,
provide pilots with simple solutions to
avoid several common takeoff mistakes.
The takeoff procedures outlined
in this article are standard and apply
to all aircraft, whether high or low
performance, tricycle gear or taildragger.
Anyone who has made the
mistake of using different takeoff
techniques with different airplanes will
fi nd that takeoffs are easier when using
standard procedures.
Laying the Groundwork
Good pilots control where the
airplane is going instead of letting it
go wherever it wants. You need to
determine a ground reference on the
horizon in line with your runway
centerline. The goal is to climb out
toward that reference to maintain the
centerline and facilitate an easy entry
into a familiar pattern right away (see
Figure 1).
Those who don’t maintain the
runway centerline during the climbout
will set a sloppy precedent for the
fl ight, and their workload will tend to
Liftoff
P
I
T
L
I
N
E
Hold in slight
up-elevator.
Gently tap the
rudder to maintain
the centerline.
Advance the
throttle to full.
Climb toward the
extended centerline
ground reference.
Reduce power
before turning.
Smoothly neutralize the
elevator after liftoff and
keep the wings level.
Figure 1
by Dave Scott Mastering
Takeoffs
Lessons in proactive vs. reactive fl ying
Master takeoffs
with interactive images and
tutorials inside the tablet app.
www.ModelAviation.com JULY 2013 Model Aviation 27
027-030_MA0713_MasteringTakeoffs.indd 27 5/23/13 4:50 PM
be higher when they have to bring the
airplane back from where they didn’t
intend it to go.
Takeoffs are typically performed
into the wind. Many pilots neglect the
importance of holding in slight upelevator
throughout the takeoff ground
roll. Doing so prevents a tail-dragger
from becoming top heavy and tipping
onto its nose/propeller.
Unloading (taking weight off) the
nose gear can reduce an aircraft’s
sensitivity and the possibility of
overcontrolling. The elevator will also
help pull the airplane off the ground
when it reaches flying speed.
Smoothly advancing the throttle
to full power at the beginning of the
takeoff roll is another key to easier,
straighter takeoffs. Immediately
accelerating to full throttle gets more
air traveling over the tail sooner, which
holds the airplane straighter and
provides better rudder control.
Those who slowly advance the
throttle will have difficulty keeping
the airplane straight because of the
lack of air over the tail and poor
rudder authority. If your airplane is
overpowered and needs half throttle
or less to take off, you should still
smoothly advance the throttle to the
takeoff setting.
There’s no set technique for
maintaining the runway centerline
during the takeoff ground roll. This is
when the pilot needs to react to the
airplane. However, as a rule, larger
sustained ground corrections are
Liftoff
Bump
Liftoff
Larger rudder corrections are typically required at
the start of the ground roll and then, as the speed
increases and control improves, briefly bumping
the rudder works best.
The most important aspect of the takeoff is
keeping the wings level after liftoff and
avoiding turns until a safe height is reached.
Smoothly reducing the amount of elevator
as soon as the airplane lifts off is crucial
to maintaining a shallow climb and plenty
of flying speed.
Bump
Illustrations by the author
Figure 2
28 Model Aviation July 2013 www.ModelAviation.com
027-030_MA0713_MasteringTakeoffs.indd 28 5/20/13 3:25 PM
typically needed at the beginning of the
ground roll, and then as the airplane
picks up speed and control improves,
small rudder bumps or taps work best
(see Figure 2).
In calmer wind conditions, taildraggers
are not more difficult to get
airborne than nose-gear airplanes,
but they tend to be less forgiving if
overcontrolled. Because overcontrolling
is unlikely unless the rudder is held
in too long, limit yourself to briefly
tapping the rudder during the takeoff
roll. It is okay to make large rudder
inputs if they are not held in.
Liftoff and Climbout
A concern that many new pilots
have is avoiding a stall after takeoff
caused by climbing too steeply and
losing flying speed. The amount of upelevator
used to take off does not cause
an airplane to climb too steeply and
stall, but it is the length of time that
the elevator is held in (i.e., too long).
You must be prepared to start
smoothly—taking out the elevator
as soon as the airplane leaves the
ground—to maintain a more shallow
climb and plenty of flying speed (see
Figure 3). Small amounts of elevator
can then be used to fine-tune the
climb angle.
The most important aspect of taking
off at the novice stage is keeping the
wings level to avoid entering a low
turn. It only takes a couple of seconds
for a wingtip to strike the ground
when a pilot neglects to level the
wings.
A pilot could also forget to relax
the elevator after liftoff and put the
airplane into a stall. If he or she had
kept the wings level, there would
be several seconds to neutralize the
elevator and lower the nose to recover.
Entering the Pattern
A novice pilot should avoid making
any turns until he or she achieves a safe
height and should reduce power to at
least half before the first turn, setting
the stage for a forgiving first turn. After
completing the turn, set the power
and trim for straight-and-level flight
at a comfortable speed. This will be
difficult to do if a pilot fails to hold the
centerline during the climbout and is
working to position the airplane into
view.
Trimming when you’re a novice is
easier if you raise the transmitter to see
if the throttle is close to the speed at
which you’re comfortable flying. This
eliminates distraction of the throttle
while you maintain the pattern and
trim (see Figure 5).
The most important aspect of
launching an airplane that requires
trim is to keep it flying until you have
enough altitude to consider trimming.
Despite what you may hear, airplanes
rarely crash because they are out
of trim. Instead, they crash because
their pilots are so preoccupied with
trimming that they fail to make the
necessary control inputs to keep them
in the air!
Larger rudder corrections are typically required at
the start of the ground roll and then, as the speed
increases and control improves, briefly bumping
the rudder works best.
The most important aspect of the takeoff is
keeping the wings level after liftoff and
avoiding turns until a safe height is reached.
Smoothly reducing the amount of elevator
as soon as the airplane lifts off is crucial
to maintaining a shallow climb and plenty
of flying speed.
Bump
Figure 3
www.ModelAviation.com July 2013 Model Aviation 29
027-030_MA0713_MasteringTakeoffs.indd 29 5/20/13 3:25 PM
XP 7 2 02
Raising the transmitter
makes it easier to establish
the correct throttle position
and trimming.
Dave Scott is a top full-scale aerobatics competitor,
professional RC air show pilot, founder of the 1st U.S.
R/C Flight School, and author of several RC flight training
manuals. His books and articles feature accelerated training
techniques that he developed while instructing more than 1,200
RC pilots during his school’s four- and ve-day courses.
More information about Dave’s books and flight school can be
found at www.rcflightschool.com.
Takeoff Summary
You don’t have to be a veteran
fl ier to take off like one when you
understand the mechanics involved. If
you’ve been reacting to the airplane
The standard takeoff procedure
used for high- and low-performance
airplanes (see Figure 4) is:
• Point the airplane into the wind.
• Hold in a small amount of upelevator
and steadily advance the
throttle to full (do not hesitate).
• Smoothly tap the rudder to steer
until the airplane lifts off.
• Reduce the amount of elevator
when the airplane leaves the ground,
and keep the wings level with the
ailerons.
Pilots fl ying high-performance
airplanes should also hold in slight
right rudder after liftoff to counter the
left-turning tendency (yaw) caused
by propwash, then gradually remove
the right rudder as the airplane gains
speed and begins fl ying straight.
and using the trial-and-error method to
take off, be prepared to feel as though
something is missing when your
takeoffs seem easier (and improved)
the next time you fl y. Remember to
keep the wings level!
Happy ying.
—Dave Scott
[email protected]
SOURCES:
1st U.S. R/C Flight School
www.rcfl ightschool.com
Figure 4
Figure 5
Our place in history
needs your support today
The National Model Aviation
Museum—your museum—is now
approaching the cataloging of its
10,000th artifact. Its archives are
unparalleled, containing more
than 4,500 books, 18,000 plans,
and hundreds of thousands of
documents—all available to you and other modelers
around the world.
It’s a work in progress, and it needs your support.
Become a Museum Patron today. Help maintain the
place where your passion for
aeromodeling is shared and
preserved for all time.
Call (800) 435-9262 ext. 500,
or visit www.modelaircraft.org/
supportama/supportama.aspx. WWW.MODELAIRCRAFT.ORG
30 Model Aviation JULY 2013 www.ModelAviation.com
027-030_MA0713_MasteringTakeoffs.indd 30 5/23/13 4:51 PM
Edition: Model Aviation - 2013/07
Page Numbers: 27,28,29.30
Edition: Model Aviation - 2013/07
Page Numbers: 27,28,29.30
Rather than rehashing an ideal
takeoff scenario, my goal is to
explain the reasons why certain
pilots routinely perform perfect
takeoffs regardless of the type of
airplane they fl y, and at the same time,
provide pilots with simple solutions to
avoid several common takeoff mistakes.
The takeoff procedures outlined
in this article are standard and apply
to all aircraft, whether high or low
performance, tricycle gear or taildragger.
Anyone who has made the
mistake of using different takeoff
techniques with different airplanes will
fi nd that takeoffs are easier when using
standard procedures.
Laying the Groundwork
Good pilots control where the
airplane is going instead of letting it
go wherever it wants. You need to
determine a ground reference on the
horizon in line with your runway
centerline. The goal is to climb out
toward that reference to maintain the
centerline and facilitate an easy entry
into a familiar pattern right away (see
Figure 1).
Those who don’t maintain the
runway centerline during the climbout
will set a sloppy precedent for the
fl ight, and their workload will tend to
Liftoff
P
I
T
L
I
N
E
Hold in slight
up-elevator.
Gently tap the
rudder to maintain
the centerline.
Advance the
throttle to full.
Climb toward the
extended centerline
ground reference.
Reduce power
before turning.
Smoothly neutralize the
elevator after liftoff and
keep the wings level.
Figure 1
by Dave Scott Mastering
Takeoffs
Lessons in proactive vs. reactive fl ying
Master takeoffs
with interactive images and
tutorials inside the tablet app.
www.ModelAviation.com JULY 2013 Model Aviation 27
027-030_MA0713_MasteringTakeoffs.indd 27 5/23/13 4:50 PM
be higher when they have to bring the
airplane back from where they didn’t
intend it to go.
Takeoffs are typically performed
into the wind. Many pilots neglect the
importance of holding in slight upelevator
throughout the takeoff ground
roll. Doing so prevents a tail-dragger
from becoming top heavy and tipping
onto its nose/propeller.
Unloading (taking weight off) the
nose gear can reduce an aircraft’s
sensitivity and the possibility of
overcontrolling. The elevator will also
help pull the airplane off the ground
when it reaches flying speed.
Smoothly advancing the throttle
to full power at the beginning of the
takeoff roll is another key to easier,
straighter takeoffs. Immediately
accelerating to full throttle gets more
air traveling over the tail sooner, which
holds the airplane straighter and
provides better rudder control.
Those who slowly advance the
throttle will have difficulty keeping
the airplane straight because of the
lack of air over the tail and poor
rudder authority. If your airplane is
overpowered and needs half throttle
or less to take off, you should still
smoothly advance the throttle to the
takeoff setting.
There’s no set technique for
maintaining the runway centerline
during the takeoff ground roll. This is
when the pilot needs to react to the
airplane. However, as a rule, larger
sustained ground corrections are
Liftoff
Bump
Liftoff
Larger rudder corrections are typically required at
the start of the ground roll and then, as the speed
increases and control improves, briefly bumping
the rudder works best.
The most important aspect of the takeoff is
keeping the wings level after liftoff and
avoiding turns until a safe height is reached.
Smoothly reducing the amount of elevator
as soon as the airplane lifts off is crucial
to maintaining a shallow climb and plenty
of flying speed.
Bump
Illustrations by the author
Figure 2
28 Model Aviation July 2013 www.ModelAviation.com
027-030_MA0713_MasteringTakeoffs.indd 28 5/20/13 3:25 PM
typically needed at the beginning of the
ground roll, and then as the airplane
picks up speed and control improves,
small rudder bumps or taps work best
(see Figure 2).
In calmer wind conditions, taildraggers
are not more difficult to get
airborne than nose-gear airplanes,
but they tend to be less forgiving if
overcontrolled. Because overcontrolling
is unlikely unless the rudder is held
in too long, limit yourself to briefly
tapping the rudder during the takeoff
roll. It is okay to make large rudder
inputs if they are not held in.
Liftoff and Climbout
A concern that many new pilots
have is avoiding a stall after takeoff
caused by climbing too steeply and
losing flying speed. The amount of upelevator
used to take off does not cause
an airplane to climb too steeply and
stall, but it is the length of time that
the elevator is held in (i.e., too long).
You must be prepared to start
smoothly—taking out the elevator
as soon as the airplane leaves the
ground—to maintain a more shallow
climb and plenty of flying speed (see
Figure 3). Small amounts of elevator
can then be used to fine-tune the
climb angle.
The most important aspect of taking
off at the novice stage is keeping the
wings level to avoid entering a low
turn. It only takes a couple of seconds
for a wingtip to strike the ground
when a pilot neglects to level the
wings.
A pilot could also forget to relax
the elevator after liftoff and put the
airplane into a stall. If he or she had
kept the wings level, there would
be several seconds to neutralize the
elevator and lower the nose to recover.
Entering the Pattern
A novice pilot should avoid making
any turns until he or she achieves a safe
height and should reduce power to at
least half before the first turn, setting
the stage for a forgiving first turn. After
completing the turn, set the power
and trim for straight-and-level flight
at a comfortable speed. This will be
difficult to do if a pilot fails to hold the
centerline during the climbout and is
working to position the airplane into
view.
Trimming when you’re a novice is
easier if you raise the transmitter to see
if the throttle is close to the speed at
which you’re comfortable flying. This
eliminates distraction of the throttle
while you maintain the pattern and
trim (see Figure 5).
The most important aspect of
launching an airplane that requires
trim is to keep it flying until you have
enough altitude to consider trimming.
Despite what you may hear, airplanes
rarely crash because they are out
of trim. Instead, they crash because
their pilots are so preoccupied with
trimming that they fail to make the
necessary control inputs to keep them
in the air!
Larger rudder corrections are typically required at
the start of the ground roll and then, as the speed
increases and control improves, briefly bumping
the rudder works best.
The most important aspect of the takeoff is
keeping the wings level after liftoff and
avoiding turns until a safe height is reached.
Smoothly reducing the amount of elevator
as soon as the airplane lifts off is crucial
to maintaining a shallow climb and plenty
of flying speed.
Bump
Figure 3
www.ModelAviation.com July 2013 Model Aviation 29
027-030_MA0713_MasteringTakeoffs.indd 29 5/20/13 3:25 PM
XP 7 2 02
Raising the transmitter
makes it easier to establish
the correct throttle position
and trimming.
Dave Scott is a top full-scale aerobatics competitor,
professional RC air show pilot, founder of the 1st U.S.
R/C Flight School, and author of several RC flight training
manuals. His books and articles feature accelerated training
techniques that he developed while instructing more than 1,200
RC pilots during his school’s four- and ve-day courses.
More information about Dave’s books and flight school can be
found at www.rcflightschool.com.
Takeoff Summary
You don’t have to be a veteran
fl ier to take off like one when you
understand the mechanics involved. If
you’ve been reacting to the airplane
The standard takeoff procedure
used for high- and low-performance
airplanes (see Figure 4) is:
• Point the airplane into the wind.
• Hold in a small amount of upelevator
and steadily advance the
throttle to full (do not hesitate).
• Smoothly tap the rudder to steer
until the airplane lifts off.
• Reduce the amount of elevator
when the airplane leaves the ground,
and keep the wings level with the
ailerons.
Pilots fl ying high-performance
airplanes should also hold in slight
right rudder after liftoff to counter the
left-turning tendency (yaw) caused
by propwash, then gradually remove
the right rudder as the airplane gains
speed and begins fl ying straight.
and using the trial-and-error method to
take off, be prepared to feel as though
something is missing when your
takeoffs seem easier (and improved)
the next time you fl y. Remember to
keep the wings level!
Happy ying.
—Dave Scott
[email protected]
SOURCES:
1st U.S. R/C Flight School
www.rcfl ightschool.com
Figure 4
Figure 5
Our place in history
needs your support today
The National Model Aviation
Museum—your museum—is now
approaching the cataloging of its
10,000th artifact. Its archives are
unparalleled, containing more
than 4,500 books, 18,000 plans,
and hundreds of thousands of
documents—all available to you and other modelers
around the world.
It’s a work in progress, and it needs your support.
Become a Museum Patron today. Help maintain the
place where your passion for
aeromodeling is shared and
preserved for all time.
Call (800) 435-9262 ext. 500,
or visit www.modelaircraft.org/
supportama/supportama.aspx. WWW.MODELAIRCRAFT.ORG
30 Model Aviation JULY 2013 www.ModelAviation.com
027-030_MA0713_MasteringTakeoffs.indd 30 5/23/13 4:51 PM
Edition: Model Aviation - 2013/07
Page Numbers: 27,28,29.30
Rather than rehashing an ideal
takeoff scenario, my goal is to
explain the reasons why certain
pilots routinely perform perfect
takeoffs regardless of the type of
airplane they fl y, and at the same time,
provide pilots with simple solutions to
avoid several common takeoff mistakes.
The takeoff procedures outlined
in this article are standard and apply
to all aircraft, whether high or low
performance, tricycle gear or taildragger.
Anyone who has made the
mistake of using different takeoff
techniques with different airplanes will
fi nd that takeoffs are easier when using
standard procedures.
Laying the Groundwork
Good pilots control where the
airplane is going instead of letting it
go wherever it wants. You need to
determine a ground reference on the
horizon in line with your runway
centerline. The goal is to climb out
toward that reference to maintain the
centerline and facilitate an easy entry
into a familiar pattern right away (see
Figure 1).
Those who don’t maintain the
runway centerline during the climbout
will set a sloppy precedent for the
fl ight, and their workload will tend to
Liftoff
P
I
T
L
I
N
E
Hold in slight
up-elevator.
Gently tap the
rudder to maintain
the centerline.
Advance the
throttle to full.
Climb toward the
extended centerline
ground reference.
Reduce power
before turning.
Smoothly neutralize the
elevator after liftoff and
keep the wings level.
Figure 1
by Dave Scott Mastering
Takeoffs
Lessons in proactive vs. reactive fl ying
Master takeoffs
with interactive images and
tutorials inside the tablet app.
www.ModelAviation.com JULY 2013 Model Aviation 27
027-030_MA0713_MasteringTakeoffs.indd 27 5/23/13 4:50 PM
be higher when they have to bring the
airplane back from where they didn’t
intend it to go.
Takeoffs are typically performed
into the wind. Many pilots neglect the
importance of holding in slight upelevator
throughout the takeoff ground
roll. Doing so prevents a tail-dragger
from becoming top heavy and tipping
onto its nose/propeller.
Unloading (taking weight off) the
nose gear can reduce an aircraft’s
sensitivity and the possibility of
overcontrolling. The elevator will also
help pull the airplane off the ground
when it reaches flying speed.
Smoothly advancing the throttle
to full power at the beginning of the
takeoff roll is another key to easier,
straighter takeoffs. Immediately
accelerating to full throttle gets more
air traveling over the tail sooner, which
holds the airplane straighter and
provides better rudder control.
Those who slowly advance the
throttle will have difficulty keeping
the airplane straight because of the
lack of air over the tail and poor
rudder authority. If your airplane is
overpowered and needs half throttle
or less to take off, you should still
smoothly advance the throttle to the
takeoff setting.
There’s no set technique for
maintaining the runway centerline
during the takeoff ground roll. This is
when the pilot needs to react to the
airplane. However, as a rule, larger
sustained ground corrections are
Liftoff
Bump
Liftoff
Larger rudder corrections are typically required at
the start of the ground roll and then, as the speed
increases and control improves, briefly bumping
the rudder works best.
The most important aspect of the takeoff is
keeping the wings level after liftoff and
avoiding turns until a safe height is reached.
Smoothly reducing the amount of elevator
as soon as the airplane lifts off is crucial
to maintaining a shallow climb and plenty
of flying speed.
Bump
Illustrations by the author
Figure 2
28 Model Aviation July 2013 www.ModelAviation.com
027-030_MA0713_MasteringTakeoffs.indd 28 5/20/13 3:25 PM
typically needed at the beginning of the
ground roll, and then as the airplane
picks up speed and control improves,
small rudder bumps or taps work best
(see Figure 2).
In calmer wind conditions, taildraggers
are not more difficult to get
airborne than nose-gear airplanes,
but they tend to be less forgiving if
overcontrolled. Because overcontrolling
is unlikely unless the rudder is held
in too long, limit yourself to briefly
tapping the rudder during the takeoff
roll. It is okay to make large rudder
inputs if they are not held in.
Liftoff and Climbout
A concern that many new pilots
have is avoiding a stall after takeoff
caused by climbing too steeply and
losing flying speed. The amount of upelevator
used to take off does not cause
an airplane to climb too steeply and
stall, but it is the length of time that
the elevator is held in (i.e., too long).
You must be prepared to start
smoothly—taking out the elevator
as soon as the airplane leaves the
ground—to maintain a more shallow
climb and plenty of flying speed (see
Figure 3). Small amounts of elevator
can then be used to fine-tune the
climb angle.
The most important aspect of taking
off at the novice stage is keeping the
wings level to avoid entering a low
turn. It only takes a couple of seconds
for a wingtip to strike the ground
when a pilot neglects to level the
wings.
A pilot could also forget to relax
the elevator after liftoff and put the
airplane into a stall. If he or she had
kept the wings level, there would
be several seconds to neutralize the
elevator and lower the nose to recover.
Entering the Pattern
A novice pilot should avoid making
any turns until he or she achieves a safe
height and should reduce power to at
least half before the first turn, setting
the stage for a forgiving first turn. After
completing the turn, set the power
and trim for straight-and-level flight
at a comfortable speed. This will be
difficult to do if a pilot fails to hold the
centerline during the climbout and is
working to position the airplane into
view.
Trimming when you’re a novice is
easier if you raise the transmitter to see
if the throttle is close to the speed at
which you’re comfortable flying. This
eliminates distraction of the throttle
while you maintain the pattern and
trim (see Figure 5).
The most important aspect of
launching an airplane that requires
trim is to keep it flying until you have
enough altitude to consider trimming.
Despite what you may hear, airplanes
rarely crash because they are out
of trim. Instead, they crash because
their pilots are so preoccupied with
trimming that they fail to make the
necessary control inputs to keep them
in the air!
Larger rudder corrections are typically required at
the start of the ground roll and then, as the speed
increases and control improves, briefly bumping
the rudder works best.
The most important aspect of the takeoff is
keeping the wings level after liftoff and
avoiding turns until a safe height is reached.
Smoothly reducing the amount of elevator
as soon as the airplane lifts off is crucial
to maintaining a shallow climb and plenty
of flying speed.
Bump
Figure 3
www.ModelAviation.com July 2013 Model Aviation 29
027-030_MA0713_MasteringTakeoffs.indd 29 5/20/13 3:25 PM
XP 7 2 02
Raising the transmitter
makes it easier to establish
the correct throttle position
and trimming.
Dave Scott is a top full-scale aerobatics competitor,
professional RC air show pilot, founder of the 1st U.S.
R/C Flight School, and author of several RC flight training
manuals. His books and articles feature accelerated training
techniques that he developed while instructing more than 1,200
RC pilots during his school’s four- and ve-day courses.
More information about Dave’s books and flight school can be
found at www.rcflightschool.com.
Takeoff Summary
You don’t have to be a veteran
fl ier to take off like one when you
understand the mechanics involved. If
you’ve been reacting to the airplane
The standard takeoff procedure
used for high- and low-performance
airplanes (see Figure 4) is:
• Point the airplane into the wind.
• Hold in a small amount of upelevator
and steadily advance the
throttle to full (do not hesitate).
• Smoothly tap the rudder to steer
until the airplane lifts off.
• Reduce the amount of elevator
when the airplane leaves the ground,
and keep the wings level with the
ailerons.
Pilots fl ying high-performance
airplanes should also hold in slight
right rudder after liftoff to counter the
left-turning tendency (yaw) caused
by propwash, then gradually remove
the right rudder as the airplane gains
speed and begins fl ying straight.
and using the trial-and-error method to
take off, be prepared to feel as though
something is missing when your
takeoffs seem easier (and improved)
the next time you fl y. Remember to
keep the wings level!
Happy ying.
—Dave Scott
[email protected]
SOURCES:
1st U.S. R/C Flight School
www.rcfl ightschool.com
Figure 4
Figure 5
Our place in history
needs your support today
The National Model Aviation
Museum—your museum—is now
approaching the cataloging of its
10,000th artifact. Its archives are
unparalleled, containing more
than 4,500 books, 18,000 plans,
and hundreds of thousands of
documents—all available to you and other modelers
around the world.
It’s a work in progress, and it needs your support.
Become a Museum Patron today. Help maintain the
place where your passion for
aeromodeling is shared and
preserved for all time.
Call (800) 435-9262 ext. 500,
or visit www.modelaircraft.org/
supportama/supportama.aspx. WWW.MODELAIRCRAFT.ORG
30 Model Aviation JULY 2013 www.ModelAviation.com
027-030_MA0713_MasteringTakeoffs.indd 30 5/23/13 4:51 PM
Edition: Model Aviation - 2013/07
Page Numbers: 27,28,29.30
Rather than rehashing an ideal
takeoff scenario, my goal is to
explain the reasons why certain
pilots routinely perform perfect
takeoffs regardless of the type of
airplane they fl y, and at the same time,
provide pilots with simple solutions to
avoid several common takeoff mistakes.
The takeoff procedures outlined
in this article are standard and apply
to all aircraft, whether high or low
performance, tricycle gear or taildragger.
Anyone who has made the
mistake of using different takeoff
techniques with different airplanes will
fi nd that takeoffs are easier when using
standard procedures.
Laying the Groundwork
Good pilots control where the
airplane is going instead of letting it
go wherever it wants. You need to
determine a ground reference on the
horizon in line with your runway
centerline. The goal is to climb out
toward that reference to maintain the
centerline and facilitate an easy entry
into a familiar pattern right away (see
Figure 1).
Those who don’t maintain the
runway centerline during the climbout
will set a sloppy precedent for the
fl ight, and their workload will tend to
Liftoff
P
I
T
L
I
N
E
Hold in slight
up-elevator.
Gently tap the
rudder to maintain
the centerline.
Advance the
throttle to full.
Climb toward the
extended centerline
ground reference.
Reduce power
before turning.
Smoothly neutralize the
elevator after liftoff and
keep the wings level.
Figure 1
by Dave Scott Mastering
Takeoffs
Lessons in proactive vs. reactive fl ying
Master takeoffs
with interactive images and
tutorials inside the tablet app.
www.ModelAviation.com JULY 2013 Model Aviation 27
027-030_MA0713_MasteringTakeoffs.indd 27 5/23/13 4:50 PM
be higher when they have to bring the
airplane back from where they didn’t
intend it to go.
Takeoffs are typically performed
into the wind. Many pilots neglect the
importance of holding in slight upelevator
throughout the takeoff ground
roll. Doing so prevents a tail-dragger
from becoming top heavy and tipping
onto its nose/propeller.
Unloading (taking weight off) the
nose gear can reduce an aircraft’s
sensitivity and the possibility of
overcontrolling. The elevator will also
help pull the airplane off the ground
when it reaches flying speed.
Smoothly advancing the throttle
to full power at the beginning of the
takeoff roll is another key to easier,
straighter takeoffs. Immediately
accelerating to full throttle gets more
air traveling over the tail sooner, which
holds the airplane straighter and
provides better rudder control.
Those who slowly advance the
throttle will have difficulty keeping
the airplane straight because of the
lack of air over the tail and poor
rudder authority. If your airplane is
overpowered and needs half throttle
or less to take off, you should still
smoothly advance the throttle to the
takeoff setting.
There’s no set technique for
maintaining the runway centerline
during the takeoff ground roll. This is
when the pilot needs to react to the
airplane. However, as a rule, larger
sustained ground corrections are
Liftoff
Bump
Liftoff
Larger rudder corrections are typically required at
the start of the ground roll and then, as the speed
increases and control improves, briefly bumping
the rudder works best.
The most important aspect of the takeoff is
keeping the wings level after liftoff and
avoiding turns until a safe height is reached.
Smoothly reducing the amount of elevator
as soon as the airplane lifts off is crucial
to maintaining a shallow climb and plenty
of flying speed.
Bump
Illustrations by the author
Figure 2
28 Model Aviation July 2013 www.ModelAviation.com
027-030_MA0713_MasteringTakeoffs.indd 28 5/20/13 3:25 PM
typically needed at the beginning of the
ground roll, and then as the airplane
picks up speed and control improves,
small rudder bumps or taps work best
(see Figure 2).
In calmer wind conditions, taildraggers
are not more difficult to get
airborne than nose-gear airplanes,
but they tend to be less forgiving if
overcontrolled. Because overcontrolling
is unlikely unless the rudder is held
in too long, limit yourself to briefly
tapping the rudder during the takeoff
roll. It is okay to make large rudder
inputs if they are not held in.
Liftoff and Climbout
A concern that many new pilots
have is avoiding a stall after takeoff
caused by climbing too steeply and
losing flying speed. The amount of upelevator
used to take off does not cause
an airplane to climb too steeply and
stall, but it is the length of time that
the elevator is held in (i.e., too long).
You must be prepared to start
smoothly—taking out the elevator
as soon as the airplane leaves the
ground—to maintain a more shallow
climb and plenty of flying speed (see
Figure 3). Small amounts of elevator
can then be used to fine-tune the
climb angle.
The most important aspect of taking
off at the novice stage is keeping the
wings level to avoid entering a low
turn. It only takes a couple of seconds
for a wingtip to strike the ground
when a pilot neglects to level the
wings.
A pilot could also forget to relax
the elevator after liftoff and put the
airplane into a stall. If he or she had
kept the wings level, there would
be several seconds to neutralize the
elevator and lower the nose to recover.
Entering the Pattern
A novice pilot should avoid making
any turns until he or she achieves a safe
height and should reduce power to at
least half before the first turn, setting
the stage for a forgiving first turn. After
completing the turn, set the power
and trim for straight-and-level flight
at a comfortable speed. This will be
difficult to do if a pilot fails to hold the
centerline during the climbout and is
working to position the airplane into
view.
Trimming when you’re a novice is
easier if you raise the transmitter to see
if the throttle is close to the speed at
which you’re comfortable flying. This
eliminates distraction of the throttle
while you maintain the pattern and
trim (see Figure 5).
The most important aspect of
launching an airplane that requires
trim is to keep it flying until you have
enough altitude to consider trimming.
Despite what you may hear, airplanes
rarely crash because they are out
of trim. Instead, they crash because
their pilots are so preoccupied with
trimming that they fail to make the
necessary control inputs to keep them
in the air!
Larger rudder corrections are typically required at
the start of the ground roll and then, as the speed
increases and control improves, briefly bumping
the rudder works best.
The most important aspect of the takeoff is
keeping the wings level after liftoff and
avoiding turns until a safe height is reached.
Smoothly reducing the amount of elevator
as soon as the airplane lifts off is crucial
to maintaining a shallow climb and plenty
of flying speed.
Bump
Figure 3
www.ModelAviation.com July 2013 Model Aviation 29
027-030_MA0713_MasteringTakeoffs.indd 29 5/20/13 3:25 PM
XP 7 2 02
Raising the transmitter
makes it easier to establish
the correct throttle position
and trimming.
Dave Scott is a top full-scale aerobatics competitor,
professional RC air show pilot, founder of the 1st U.S.
R/C Flight School, and author of several RC flight training
manuals. His books and articles feature accelerated training
techniques that he developed while instructing more than 1,200
RC pilots during his school’s four- and ve-day courses.
More information about Dave’s books and flight school can be
found at www.rcflightschool.com.
Takeoff Summary
You don’t have to be a veteran
fl ier to take off like one when you
understand the mechanics involved. If
you’ve been reacting to the airplane
The standard takeoff procedure
used for high- and low-performance
airplanes (see Figure 4) is:
• Point the airplane into the wind.
• Hold in a small amount of upelevator
and steadily advance the
throttle to full (do not hesitate).
• Smoothly tap the rudder to steer
until the airplane lifts off.
• Reduce the amount of elevator
when the airplane leaves the ground,
and keep the wings level with the
ailerons.
Pilots fl ying high-performance
airplanes should also hold in slight
right rudder after liftoff to counter the
left-turning tendency (yaw) caused
by propwash, then gradually remove
the right rudder as the airplane gains
speed and begins fl ying straight.
and using the trial-and-error method to
take off, be prepared to feel as though
something is missing when your
takeoffs seem easier (and improved)
the next time you fl y. Remember to
keep the wings level!
Happy ying.
—Dave Scott
[email protected]
SOURCES:
1st U.S. R/C Flight School
www.rcfl ightschool.com
Figure 4
Figure 5
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