<div>Taildraggers are a lot more forgiving when flown from grass, IMHO. (As long as the grass does not cause the model to nose over.)</div> <div> </div> <div>For a lot of taildraggers, especially scale types (P51), I think it is better to do what Del said, especially when flying from asphalt. There is a moment during the takeoff roll when the tailwheel has very little traction due to the tail starting to lift off the ground, but before there is enough airflow over the rudder to give much steering effect. The chances of a groundloop during this time are much higher, especially in a crosswind. Getting up on the throttle quicker is usually a good thing in this instance.</div> <div> </div> <div>Pattern planes don't suffer from this problem nearly as much, since the stance on the ground allows the tailwheel to stay in contact during the whole takeoff run if desired, just a little up elevator will do it. Having a really long tail and large vertical tail
surfaces helps as well.</div> <div> </div> <div>Dean had a VERY good magazine article recently about proper landing gear arrangements for trikes and taildraggers. IIRC, the only thing he did NOT mention was the height. Excessively nose-high setups on taildraggers make for poor ground handling, for the reasons I mentioned above.</div> <div> </div> <div>JMHO.</div> <div> </div> <div>Bob R.</div> <div><BR><BR><B><I>Richard Strickland <richard.s@allied-callaway.com></I></B> wrote:</div> <BLOCKQUOTE class=replbq style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid"> <META content="MSHTML 6.00.2800.1561" name=GENERATOR> <DIV><SPAN class=765202321-04102006><FONT face=Arial color=#0000ff size=2>I guess it is what you are used to--I feel just the opposite!</FONT></SPAN></DIV> <DIV><SPAN class=765202321-04102006><FONT face=Arial color=#0000ff size=2></FONT></SPAN> </DIV> <DIV><SPAN class=765202321-04102006><FONT
face=Arial color=#0000ff size=2>Richard</FONT></SPAN></DIV> <BLOCKQUOTE> <DIV class=OutlookMessageHeader dir=ltr align=left><FONT face=Tahoma size=2>-----Original Message-----<BR><B>From:</B> nsrca-discussion-bounces@lists.nsrca.org [mailto:nsrca-discussion-bounces@lists.nsrca.org]<B>On Behalf Of </B>mike mueller<BR><B>Sent:</B> Wednesday, October 04, 2006 4:07 PM<BR><B>To:</B> NSRCA Mailing List<BR><B>Subject:</B> Re: [NSRCA-discussion] Takeoff tech. in crosswind.<BR><BR></FONT></DIV> It's also a lot easier to keep the plane tracking straight on a nice grass field than most asphalt runways. Mike<BR><BR><B><I>"Del K. Rykert" <drykert2@rochester.rr.com></I></B> wrote: <BLOCKQUOTE class=replbq DEFANGED_STYLE="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid"><DEFANGED_META content="MSHTML 6.00.2900.2963" name="GENERATOR"><!-- <DEFANGED_STYLE> --></DEFANGED_STYLE> <DIV><FONT face=Arial size=2>What works well for me is to quickly throttle up
to 1/3rd to 1/2 throttle depending on amount and degree of crosswind component then smoothly apply the rest of throttle as needed to get your prop blast working on your rudder till having enough speed to have better rudder authority. Can't help the occasional loss of track or hitting bumps in runway at that crucial time.. I ask my caller to place the aircraft and test role it back and forth couple of feet to see if wheel will be hitting any big bumps. Does keep the plane for me under control on takeoffs and I have flown in some severe stuff... Canopies were flying on the flight line. </FONT></DIV> <DIV><FONT face=Arial size=2></FONT> </DIV> <DIV><FONT face=Arial size=2> Del</FONT></DIV> <DIV> </DIV> <BLOCKQUOTE DEFANGED_STYLE="PADDING-RIGHT: 0px; PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #000000 2px solid; MARGIN-RIGHT: 0px"><BASE href="file://C:\Program Files\Common Files\Microsoft
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