Real World Pilots

[SASMOX]

I am not flying the plane, but like Golfer said, the video viewpoint distorts the view of the situation...

[Strip]

I have the same Ultralight license as Sasmox here in Finland. I have about 77 hours in the Eurostar. Loving every minute  

Here's a couple of my more experimental videos:

Two GoPro cameras attached to the plane, one in main landing gear, another in wing tiedown point
http://www.youtube.com/watch?v=RrHMpDvTWts

One GoPro camera in main landing gear
http://www.youtube.com/watch?v=slGT_yBUGW4

I will say this....

When you turned around at the end of your taxi I thought for sure you were gonna ground loop!

Sweet little ride tho!

Strip

[CAP1]

I think it's partially due to the placement and angle of the camera that, while left of centerline, caused an illusion of making it worse than it was.  I'd say it was windy as well based on what appeared to be bumps immediately after departure and throughout the flight.

Secondly the power application seems to go in two distinct stages with about 2 seconds elapsed for throttle travel.  Seems reasonable.

that could be.

i wasn't sure about the throttle application......i'm used to a more gradual application of the throttle......pretty close to a 5-count. i also thought that was what may have brought it off to the side like that......

[Golfer]

i'm used to a more gradual application of the throttle......pretty close to a 5-count

That's why it's good to fly with other folks.  You get to see other ways of accomplishing the same goal that are sometimes better, somtimes not better and other times simply different than your currrent method.

There was nothing scary about the takeoff roll.  Rather it was different than what you've seen before as it deviated slightly from your expectations and experiences.

[Grayeagle]

I cleared approach and taxi'd out, firewallin the throttle as soon as I was straight .. *once* .. in a 172.

Told the instructor I would like to try it if traffic was light .. it was .. I did.

We almost got into the grass on the left ...full rudder on a 172 is not enough with a climb prop on it.
The good news is .. we got takeoff speed before actually departing the runway ..
..the bad news is .. I hated that feeling of not being able to keep it straight down the centerline.

It was hectical.

Hectical is bad.

-GE aka Frank

[Kuhn]

Private. I haven't updated my physical in about 10 years. I miss the real thing.     

[hunter128]

I'm working on my private, I've soloed and am trying to do my first cross country, unfortunately the weather hasn't been cooperating.

[CAP1]

I cleared approach and taxi'd out, firewallin the throttle as soon as I was straight .. *once* .. in a 172.

Told the instructor I would like to try it if traffic was light .. it was .. I did.

We almost got into the grass on the left ...full rudder on a 172 is not enough with a climb prop on it.
The good news is .. we got takeoff speed before actually departing the runway ..
..the bad news is .. I hated that feeling of not being able to keep it straight down the centerline.

It was hectical.

Hectical is bad.

-GE aka Frank

i did that once.


funny thing later, after i had my ticket.  all of our club 172's there had 40 degree flaps. the cfi i flew with there taught me to always use em all. he had me poppin the last 10 on short final when i knew i had the runway made.
 at that time, no one had ever explained to me of the dangers of havin all 40 degrees out.

 well, when i first flew one of our CAP 172's, i was in for a bit of a shock. all of our 172's are "P" models, and all have 180hp conversions. the "P" also only has 30 degrees of flaps.
 whelp......bob watched me closley as i went through the preflight, then he showed me the cap specific paperwork, then we strapped in, ran the checklists, and fired up. taxied up to the runup area, went through the checklist, set the radios, etc.
 taxied out, doublechecked to be sure nothing on base or final, made my call, pulled out, and took off. was beautiful. she flew herself off the runway for me. climbout was spectacular(for a 172), and we stayed in the patter.
 i forget the exact speeds, but established myself on downwind, did my midfield check, and started slowing down at the usual point for that airport. downwind to base, perfect(so i thought) base to final perfect(so i thought). short final, i'm close enough i know i have the runway made, i go for that last notch of flaps.......that isn't there! by this time, i've pulled into the flare over the threshold now, throttle to idle, and proceeded to to one of the most graceful extended floats you've ever seen a 172 do.
 ended up going around. bob was paying close attention to what i was doing, and i think getting a "feel" for what i knew, and could do.

 he spent quite a bit of time "re-teaching" me to land, which was kinda hard for me, 'cause i had to un-learn bad habits. now, when i'm in club planes, i never need the full 40 degrees, and i still land better, and shorter than i used to do the way i was originally taught.


 this is part of why i said to fly with different cfi's. i don't fault my primary cfi, but rather myself for not thinking farther.

 bob and i had a good laugh....and we still laugh at that first landing with him flying with em.  

[MutleyBR]

That's why it's good to fly with other folks.  You get to see other ways of accomplishing the same goal that are sometimes better, somtimes not better and other times simply different than your currrent method.

There was nothing scary about the takeoff roll.  Rather it was different than what you've seen before as it deviated slightly from your expectations and experiences.

That, in my opinion, is one of the greatest problems in Aviation Learning. One does a very common mistake, and goes home thinking, "I'm really stupid, how could I do THAT???..."
Then one goes to watch someone else taking lessons, and doing worse...
Which leads to one of the best reccomendations to Flight Instructors, or to any Instructor:
"Don't forget how you were, when you were at the same stage your student is..."

[CAP1]

That, in my opinion, is one of the greatest problems in Aviation Learning. One does a very common mistake, and goes home thinking, "I'm really stupid, how could I do THAT???..."
Then one goes to watch someone else taking lessons, and doing worse...
Which leads to one of the best reccomendations to Flight Instructors, or to any Instructor:
"Don't forget how you were, when you were at the same stage your student is..."

vet pile-its should remember the highlighted line in game too. 

[Cobra516]

We almost got into the grass on the left ...full rudder on a 172 is not enough with a climb prop on it.

Gotta call BS - with its steerable nosewheel and differential brakes, there isn't any kind of a prop that's going to pull a 172 off the centerline!  

[rvflyer]

Gotta call BS - with its steerable nosewheel and differential brakes, there isn't any kind of a prop that's going to pull a 172 off the centerline!   

LOL, I agree Cobra516 very little P-factor involved with a nose wheel airplane. Not until you get a nose high attitude and then minimal with a 172.

[CAP1]

Gotta call BS - with its steerable nosewheel and differential brakes, there isn't any kind of a prop that's going to pull a 172 off the centerline!  

i did it too.


and the 62 172 i flew, needed differential braking for ground handling.

[Cobra516]

i did it too.


and the 62 172 i flew, needed differential braking for ground handling.

Pffft, hogwash!  Just because it needs differential braking for ground handling doesn't mean it's just going get away from you while you've got full opposite rudder/nosewheel deflection AND differential braking, lol.  Come on now!   I've got about 60 hours in an AA5B Tiger that has a castering nosewheel and differential braking for steering and it's childs play to keep pointed straight down the runway regardless of how you apply the power.

Sounds like you guys forgot what your feet were for!  Training wheel airplanes, pfft.    

The only left hand turning tendancies on the takeoff roll in a 172 are the slipstream and torque (which is very minimal) - you might need to add 1/4 right rudder deflection to keep it straight if you really crammed in full power all the sudden, but once you're at full power it's all spiraling slipstream on the ground.

[CAP1]

Pffft, hogwash!  Just because it needs differential braking for ground handling doesn't mean it's just going get away from you while you've got full opposite rudder/nosewheel deflection AND differential braking, lol.  Come on now!   I've got about 60 hours in an AA5B Tiger that has a castering nosewheel and differential braking for steering and it's childs play to keep pointed straight down the runway regardless of how you apply the power.

Sounds like you guys forgot what your feet were for!  Training wheel airplanes, pfft.    

The only left hand turning tendancies on the takeoff roll in a 172 are the slipstream and torque (which is very minimal) - you might need to add 1/4 right rudder deflection to keep it straight if you really crammed in full power all the sudden, but once you're at full power it's all spiraling slipstream on the ground.

the 62 never did that to me. '



it was a 79 "N" model with a fresh 180hp engine. it did, and i don't generally think that applying any braking action during take off roll is a very good idea.