Hi! Robert
Easily done also is using a foot brake differentially until adequate
rudder authority is available .....then wondering WHY THERE's A HUGE
DRAG EFFECT and YOU ARE PAST NORMAL ROTATION POINT ON THE TAKE OFF RUN
WITH THE ASI SEEMINGLY STUCK ON 40 KTS because you are still on the
brake and not the rudder ! IMHO this is the only reason the finger
brakes are superior to the foot brakes. However so long as you have your
brain engaged and you are able to co-ordinate the use of foot brakes OR
Rudder sometimes as a heel and toe effort using both then there's no
problem.
I need full rudder almost simultaneously as I hit the throttle on
departure and if the cross wind is with the "weathercock" effect of
engine torque I know I'm going to need some differential brake as well.
However it is almost better to fly off with only a right foot and forget
the left.
Regards
Bob Harrison G-PTAG Europa MKI/Jabiru 3300
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of ROBERT
LINDSAY
Subject: Europa-List: AIRCRAFT CONTROL DURING TAKEOFF
<rlindsa2@san.rr.com>
I have to share this scary tale with you. It shows what can happen with
just the tiniest absence of vigilance. Perhaps it will help you avoid
the careless move I made recently.
I've been flying for over fifty years with thousands of hours in the air
and hundreds in various models of Europa, including a half dozen first
flights.
While preparing for a solo flight in a tri-gear on a gusty day, I taxied
downwind for takeoff on runway 09 at Ramona (KRNM) in San Diego county,
California. Winds were about 060/20 kts and with little rudder
effectiveness I used the brakes for directional control. After pre
takeoff checks (including control movement) I twisted my body around in
the cockpit to check for landing traffic. As I did so, my right foot
inadvertently came off the right rudder pedal and was then resting
against the firewall bulkhead.
The tower cleared me for takeoff and an immediate left turn after
airborne. As I taxied into takeoff position, I applied what I thought
was full right rudder. Not unexpected, considering the wind, right
brake was needed to line up and also during steady power increase for
takeoff. What was surprising was the rudder did not appear to become
effective as I accelerated. Perhaps I was experiencing a directional
wind shift or a strong gust.
Lots of right brake was required, slowing my acceleration. Slowly
approaching unstick speed and not feeling I had control on the ground, I
went full throttle (Jabiru 3300 with climb prop) and rotated at minimum
controllable airspeed to get into the air where I was sure I could
control things.
Wow, what a ride! The combination of not using any more right brake,
the full power left turning tendency and the strong weather-cocking wind
resulted in an exciting immediate heading change of about 45 degrees to
port. On the flying edge, I got airborne and passed between the control
tower and a hangar, picking up a few flowers on the way. I asked the
tower if that left turn after takeoff was immediate enough and also just
what are they reading for current wind. They replied it was about
060/20 kts and sensing something was wrong, did I want an immediate
landing. I, of course, declined. I first needed to find out what was
wrong with the rudder system. While climbing, the ball was out to the
right and I was pressing hard on the "right rudder". I checked the left
rudder and the ball went further right. In a flash I it all made
sense--I had been pushing hard on the firewall beneath my right foot!
LESSON LEARNED: Europa rudder pedals are of minimum size which allows
us to extend our legs between the pedals for comfort while cruising--a
desirable feature--but........
So how will I prevent this from happening again? Easy. When I'm all
lined up ready to apply full takeoff power I will quickly pulse the
rudder in both directions to ensure proper foot placement.
You fly safely! Bob
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