MASTERING TAKEOFFS
by Dave Scott
Lessons in proactive vs. reactive flying
Rather than rehashing an ideal takeoff scenario, my goal is to explain why certain pilots routinely perform perfect takeoffs regardless of the type of airplane they fly, and at the same time provide pilots with simple solutions to avoid several common takeoff mistakes.
The takeoff procedures outlined here are standard and apply to all aircraft, whether high- or low-performance, tricycle gear or taildragger. Anyone who has used different takeoff techniques with different airplanes will find 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. 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 set a sloppy precedent for the flight, and their workload will 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 up-elevator throughout the takeoff ground roll. Doing so prevents a taildragger from becoming top-heavy and tipping onto its nose or 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. Pilots 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 is no single technique for maintaining the runway centerline during the takeoff ground roll. The pilot must react to the airplane. As a rule, larger sustained ground corrections are typically needed at the beginning of the ground roll; 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 acceptable to make large rudder inputs if they are not held in.
LIFTOFF AND CLIMBOUT
A common concern for new pilots is avoiding a stall after takeoff caused by climbing too steeply and losing flying speed. The amount of up-elevator used to take off does not by itself cause an airplane to climb too steeply and stall; it is the length of time the elevator is held in that creates the problem.
Be prepared to start smoothly—relax the elevator as soon as the airplane leaves the ground—to maintain a shallower 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.
If a pilot forgets to relax the elevator after liftoff and the airplane begins to stall, keeping the wings level gives several seconds to neutralize the elevator and lower the nose to recover.
ENTERING THE PATTERN
A novice pilot should avoid making any turns until a safe height is achieved, and should reduce power to at least half before the first turn. This sets 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.
Trimming when you’re a novice is easier if you raise the transmitter to check whether the throttle is close to the speed at which you’re comfortable flying. This eliminates the 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. Airplanes rarely crash because they are out of trim; they crash because pilots become so preoccupied with trimming that they fail to make the necessary control inputs to keep them in the air.
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 up-elevator 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 flying 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 flying straight.
Takeoff Summary
You don't have to be a veteran flier to take off like one when you understand the mechanics involved. If you've been reacting to the airplane and using trial-and-error to get airborne, be prepared to feel as though something is missing when your takeoffs seem easier and improved the next time you fly. Remember to keep the wings level!
Happy flying.
—Dave Scott [email protected]
SOURCES
1st U.S. R/C Flight School www.rcflightschool.com
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 five-day courses. More information about Dave's books and flight school can be found at www.rcflightschool.com.
Transcribed from original scans by AI. Minor OCR errors may remain.
