Sorry, I'm a bit slow on the answer .... the others have covered it
pretty well !
I don't like the fast taxi or crow-hop idea at all because it combines
the 2 most dangerous parts of a flight, compressing them together
so there's no time to get a stable situation like you would on a
long well set up glide. In addition to the P-factor swings, the gear
can compress & spread, changing toe-in or -out enough to add
some extra challenges !! Same reason I ALWAYS do 3 point
landings.... when you wheel it on, the tail has to come down
sometime, and that's the moment when you have least control.
Save the wheel landings for practice days, when you're feeling
really sharp ! (Crosswind landings in the Rebel are ALWAYS
best as 3-pointers - you're going slower, and the tail is already
down, so you have the tailwheel working for you...)
As for the brakes, the best method to seat them in is 'S'
turning, using them fairly vigorously, for long enough to warm
them up, but not hot enough to glaze - that's why alternating
for S turns works well - gives a little chance to cool....
I'm with Wayne - S-turn down to the button & blast off !!
Use 1 notch of flap for this one .... no rush to retract it.
You'll find the clinb breathtaking !!! :-) And keep the power
up -- in the old days, we ran wide open, climbed 500 ft., then
backed off to 75% for a minute or 2, then WOT and climb another
500 ft. ---- the thinking was that opening the throttle put more
load on the rings than just running WOT constantly ... and the
reduction allowed a bit of cooling. Personally, I wouldn't lean
until the temps come down .... after about 2 hours ....
If the temps & pressures aren't into the red, I'd keep on
flying for at least 1/2 hour or more.... I don't like to fly much over
1 hour on the first flight - want to stay sharp for the landing --
and there might be some leaks I can't see ...........
If temps are OK, keep climbing in steps, stay within gliding
distance of the airport, and avoid traffic !! :-) Descend
with full flap and a fair bit of power on - don't want to shock
cool those cylinders - steep turns with full flap will increase
the sink rate, especially if you feed in some top rudder for
a bit of slip ! Remember to reverse direction if it's a long
descent .... You might have to slow - raise the nose - to
60 or so to get the flaps down - then increase to 75 or so ...
Reduce to 2 notches of flap at about 2,000 ft., and use that
for landing ...
If things are really not where you're happy, then just
continue around the pattern & set her down ... no point in
frying her ! Relax - take a deep breath over the fence !
--
......bobp
http://www.prosumers.ca
http://bpatterson.qhealthbeauty.com
http://apatterson2.qhealthzone.com
-------------------------------orig.-------------------------
On Sunday 11 February 2007 03:17, Mike Betti wrote:
Wayne or Bob,
I know it's been mentioned before about this high speed taxi stuff from you
guys. An older pilot I fly with a lot and also I have learned much from,
wants me to get comfortable with doing this kind of taxi, but me on the
other hand want to get this engine in the air under full throttle before I
glaze it up.
What is it that you don't like about doing this kind of manuver? Maybe I can
change my buddys reasoning on this.
I know I have read books on taildragging and the author mentions don't taxi
on the mains for practice. But I do it anyway in a C140 from time to time.
Its good practice but can get you in trouble pretty fast.
Mike Betti
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