Fri Nov 14, 2008 11:25 am
Fri Nov 14, 2008 5:22 pm
There's no time to hang around and worry about the take off. Here we go... Power gently up and keep it coming smoothly up to +8 (46")... it's VERY noisy ! Keep the tail down initially, keep it straight by feel rather than any positive technique... tail coming up now... once the rudders effective. Unconcious corrections to the rudder are happening all the time. It's incredcibly entertaining to watch the '109 take off or land. The rudder literally flashes around ! The alternative technique (rather tongue in cheek) is Walter Eichorn's, of using full right rudder throughout the take-off roll and varying the swing with the throttle!
The little fighter is now bucketing along, accelerating rapidly. As the tail lifts there is a positive tendancy to swing left - this can be checked easily however, although if you are really agressive lifting the tail it is difficult to stop and happens very quickly. Now the tail's up and you can see vagualy where you are going. It's a rough, wild, buckety ride on grass and with noise, smoke from the stakcs and the aeroplane bouncing around it's exciting !
Quick glance at the ASI - 100 mph, slight check back on the stick and we're flying.
Mon Nov 17, 2008 6:01 pm
Bill Greenwood wrote:Zwitter, if I knew about your flying background and experience, if any, I might be able to give some better info. However, in any event I'd get familiar with the controls and intruments of the Spitfire before you fly. You can likely get a copy of the Mk IX Pilot Notes. The two seaters are IXs except the prototype which is an VIII, about the same. You can also go to the airport and look at the plane. I'd get there early for the scheduled flight and try to get a good ground briefing from the pilot. Hopefully the weather will be good and your pilot will emphasize having you learn the plane and see what it does, more so than just showing how good a pilot he is. If you happen to be flying with John or Carolyn, they are expert pilots, I have never had them for a lesson so I don't know. I would buy an hour if possible, not just a half hour so as to get a real good sample. The pilot can demonstrate the plane and you can get time to fly it also. He can do some acro and should be able to let you do a few stalls and rolls also. Take it easy if you feel at all woosy. You can taxi it for a few minutes also and get a feeling for the ground handling. Good luck.
Mon Nov 17, 2008 6:16 pm
Tue Nov 18, 2008 5:22 am
A Merlin Spit was "crabbing" to the right but a Griffon Spit was "crabbing" to the left.
Whenever possible open the throttle slowly up to +7 lb./sq.in. boost only. This is important as there is a strong tendency to swing to the right and to crab in the initial stages of the take-off run. If much power is used tyre wear is severe. +12 lb./sq.in. boost may be used at heavy load, and should in any case be used on becoming airborne to minimise the possibility of lead fouling of the sparking plugs, but +7 lb./sq.in boost is sufficient for a normal take-off.
The plane wants to crab and roll to the left on takeoff as you add power.
Tue Nov 18, 2008 9:33 am
Tue Nov 18, 2008 10:44 am
I have read of the late very powerful Griffon Seafires going off the deck of the carrier at full combat weight and a lot of power with full left rudder and sort of crow hopping sideways off the deck in a couple of hundred feet.