I agree with Hartmut as to the advantage of cruise trim when taking
off. I go further, though. Having set my trim in cruise and marked
that position, it is always there with only two exceptions.
After takeoff, I set up a 85-90 mph "cruise-climb" to my desired
altitude. After cross-country flight at higher altitudes, I implement
a pre-calculated "cruise descent" an appropriate distance from the
destination airport's pattern entry. As I enter the pattern, I then
return the trim to my mark ("cruise trim"). If there is no traffic,
power is reduced to 1500 rpm as the intended touchdown point on the
runway passes under the wing navigation.
My goal is a stabilized descent of 300-400 fpm (maintained with the
yoke) at a true airspeed of 70 mph down to that point just above the
runway where power is reduced to idle and excess speed "scrubbed off"
in slow, steady rearward movement of the yoke to the stop while holding
one foot above the runway. Such an extended, gentle "flare" will end
in an exceptionally smooth touchdown without further pilot input.
If a coupe's rudder(s) is not 6'-3" or more off the ground at rest, it
has "low tail" syndrome. There is risk and even danger touching down
in a strong, gusty crosswind at more than minimum speed. If tail
height is good, speed doesn't matter.
Regards,
WRB
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On Mar 28, 2010, at 16:14, Hartmut Beil wrote:
and fly the plane down
Ed.
...take offs in a strong cross wind another. Here I might point out
that adjusting the trim for cruise helps a lot keeping the nose down
and the plane aligned in the take off run.
Hartmut
