Real World Pilots

[Cobra516]

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.  

No, it isn't - but if you feel that it's necessary to use them to keep from running off the runway because the engine/prop combo in that 172 is so powerful - then they are certainly meant to be used.    It has plenty of rudder to keep it on the centerline though - at least from my experience.   The brakes in the Tiger are only used for taxiing/turning, and maybe on the initial part of the takeoff roll if the nosewheel is sticking.  

As far as no brakes on the takeoff roll, some tailwheel airplanes need a little coordinated brake and rudder work on the initial part of the takeoff roll.  

[rvflyer]

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. 

Got to respectfully ask why not Cap1?  After years of instructing in 150s and 172s they are pretty benign even with 180 HP.
Now I fly mostly tailwheel airplanes and a lot of them you have to use combination rudder and differential braking or they won't go straight down the runway. Plus with
the nose high attitude already on a tailwheel airplane (USA some engines turn other direction) some of them require a substantial amount of right rudder and brake on initial roll.

[colmbo]

Never ran out of rudder on a 172, but on a 182 or 206 if you lift the nose wheel real early and have any left xwind you might need to tap the brake a bit to keep it pointed straight.  Probably the same on a 180HP 172 IF you get the nose wheel off real early.

[JBall]

Private Pilot/Instrument rating (2700hrs).  Airplane owner since 1979, (currently Cessna 182). Love to fly more than anything else!

[CAP1]

Got to respectfully ask why not Cap1?  After years of instructing in 150s and 172s they are pretty benign even with 180 HP.
Now I fly mostly tailwheel airplanes and a lot of them you have to use combination rudder and differential braking or they won't go straight down the runway. Plus with
the nose high attitude already on a tailwheel airplane (USA some engines turn other direction) some of them require a substantial amount of right rudder and brake on initial roll.

I'VE NEVER flown tail draggers.

 i probably only had that problem, because i was so new, and let it get too far ahead of me.

 

[MutleyBR]

Private Pilot/Instrument rating (2700hrs).  Airplane owner since 1979, (currently Cessna 182). Love to fly more than anything else!

When people ask what I like best, I usually answer, women up to 5th place, and after that I love flying.

Donīt want people asking me, "Don't you like women???". 

Mutley

[Shuffler]

 

[Frod]

Got my PPL long ago.  Haven't flown left seat since '84.  I miss it....wish I had the time to maintain proficiency.

[Gianlupo]

When people ask what I like best, I usually answer, women up to 5th place, and after that I love flying.

Donīt want people asking me, "Don't you like women???". 

Mutley

Lol, I guess we all know that's not true... I think everyone who posted in this thread loves flying more than women!

[Grayeagle]

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!  

ROFL.
-tosses a peanut to the gallery.

Don't matter to me what you call anything at all
.. I was there and did what I said I did.

The plane was 40R, a '68 172 we affectionately called 'snaggle tooth' due to the two exhaust stacks pointing straight down out of the cowling. Climb prop meant she never saw anywhere near yellow speeds straight and level, but at least you could climb out of the pattern in 100 degree weather at Apple Valley Airport. I doubt if Mike Scott is still there, I'm sure he could spare a peanut for yas also.

-GE aka Frank

[rvflyer]

ROFL.
-tosses a peanut to the gallery.

Don't matter to me what you call anything at all
.. I was there and did what I said I did.

The plane was 40R, a '68 172 we affectionately called 'snaggle tooth' due to the two exhaust stacks pointing straight down out of the cowling. Climb prop meant she never saw anywhere near yellow speeds straight and level, but at least you could climb out of the pattern in 100 degree weather at Apple Valley Airport. I doubt if Mike Scott is still there, I'm sure he could spare a peanut for yas also.

-GE aka Frank

Sorry Grayeagle, had to be some other problem, a 172 with any type of prop just will not pull off center line even if you jam the throttle in as fast as you can
prop-factor, prop slipstream and torque are just not that noticeable on a nose gear 172. If you were doing a soft field takeoff and pulled into a nose high attitude while
still on the runway you may get some P-factor effect but even then very controlable with brakes and rudder.

[CAP1]

Sorry Grayeagle, had to be some other problem, a 172 with any type of prop just will not pull off center line even if you jam the throttle in as fast as you can
prop-factor, prop slipstream and torque are just not that noticeable on a nose gear 172. If you were doing a soft field takeoff and pulled into a nose high attitude while
still on the runway you may get some P-factor effect but even then very controlable with brakes and rudder.

so? you're saying you could throttle up a 172, with feet off the rudders, and nothing would happen?

[Cobra516]

so? you're saying you could throttle up a 172, with feet off the rudders, and nothing would happen?

Now now don't be a smartass - of course you need a little rudder input starting the takeoff roll.  But what we're saying is that you have ample rudder authority to maintain directional control while on the takeoff roll in a no wind condition in a 180 HP 172 with a climb prop, it won't be "getting away from you" unless you're doing something wrong.

I'm not sure why I have to continue to debate such a trivial matter, entertainment I guess    

[Golfer]

I'm entertained.

[CAP1]

Now now don't be a smartass - of course you need a little rudder input starting the takeoff roll.  But what we're saying is that you have ample rudder authority to maintain directional control while on the takeoff roll in a no wind condition in a 180 HP 172 with a climb prop, it won't be "getting away from you" unless you're doing something wrong.

I'm not sure why I have to continue to debate such a trivial matter, entertainment I guess    

yea, you're right...i was bein a smartass.

i also mentioned it was one of my first takeoffs, and i let it get too far ahead of me.

 my takeoffs are straight down the centerline , as are my landings.