Various Take-off and Landing Techniques | Zenith 701
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- Опубликовано: 11 сен 2024
- This shouldn't have to be said but I guess I should anyway - this is NOT an instructional video. This is just me practicing things the way I like to do them. If you are not familiar with these procedures, fly with a flight instructor first before practicing them on your own.
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Aircraft: Zenith CH 701 STOL
Engine: Zonsen C100 - Rotax 912ULS clone (100hp)
Propeller: Warp Drive, HPL aluminum hub, 3-blade, 70"
Cruise speed: 80 mph
Fuel Capacity: 20 gallons
Range: 300 miles
Payload: 500 lbs
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Here's the link for anyone who'd like to help support the channel.
paypal.me/ytmmatt
Thanks to all! :-)
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Get all your awesome headset and helmet needs met here!
qhaviation.com...?aff=2
Use coupon code "MMATT" for $25 off your next order!
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UPAC.ca is a great resource for ultralight pilots in Canada. I highly recommend joining to help support the work that they do for us.
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Cameras:
DJI Osmo Action (with JJC Mic Adapter for intercom audio)
Insta360 One X
DJI Mavic Mini
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All drone flights are conducted in accordance with CARS 901.47 and 901.73
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Navigation and Weather apps that we use:
Polaris Ride Command
GPS Essentials
WindFinder
ForeFlight
FltPlanGo
Windy
1:55 🤣🤣🤣 I almost spit my effing coffee out! I am SO going to copy you and put one in mine!
Haha! It's a fun addition. :-)
Nice stuff Matt, love the short field stuff, my short fields are a bit shorter ony because it's a helicopter ha ha, if you come to New Zealand I'll take you helicopter flying!
That would be awesome!
👍👍nice!
Nice run there, Sir! Your lesson there solved a mystery for me. Back in the early fifties my father was taking up flying . Unfortunately he quit when we went to the airport we used that had a dirt runway. Another pilot had flipped the plane when landing. It was a soft field landing . She had been flying for nine years and it didn't set well with Pop! So that's what that pilot's problem. Gosh, I miss the smell of that Avgas! That was some high potency stuff! They turned the old airport into a golf course. What a tragedy! Anyway, my friend, trying to convince more hot air to go your way and my stories don't count-😂 Take care!😎👍
I love flying stories, especially if they contribute hot air to melt the snow! Lol!
😂🤣😂🤣😂🤣👍👍👍👍👏👏👏👏😎👍
Great video map
Beetlejuice beetlejuice everything
Hey met great video.
I noticed that when you go full power with the brakes on that the noise of the aircraft moves down and that make sense to me, but the noise also moves to the left…Is this left movement due to your right brake not working as well as the left or is this due to engine torque?
Have a great day!
Torque rolls the airplane slightly but I don't think you could see that. The nose moving to the left is due to the slipstream from the prop hitting the tail.
Matt why is your airspeed reading 0 is there something wrong with it?
Not at all. Airspeed is determined by measuring the air pressure pushing into the pitot tube. This tube points towards the front of the plane and is only accurate when the plane is moving nose first. When the plane's nose is pointed up while the path of the plane is level like in a power on stall situation, the air cannot push into the pitot tube and so the airspeed indicator will read low or even zero if it is extreme.
@@mmatt I wonder if the AoA setups are better able to read at such low speeds.
@@markthibault8579 Absolutely. I'd love to get an AoA indicator on the 701.
While your airplane will fly very slow Vso when light and cool, don't put yourself in a poor energy management position on takeoff. Free level in low ground effect energy allows rapid acceleration to cruise airspeed while staying level in low ground effect. That free ground effect energy has allowed me to maneuver to a suitable landing zone in the very near hemisphere eleven time with engine failure crop dusting and form 200' (with wavier) on pipeline right of ways. Three seconds startle to realize the engine has failed at Vy pitch attitude is not a good place to be. Your soft field takeoff is actually your best short field takeoff because it gets you into low ground effect early. Stay there to suck up as much free energy as your engine thrust. It makes a world of difference at Angle Fire or Telluride midday in summer with a full load. Also down drainage egress.
When very low, say nape of the earth, we want to either make rudder turns so as not to put a wing into terrain or a wire or use the energy management 1g turn of any bank angle. With zoom reserve airspeed pitch up wings level to gain a bit of altitude and to slow airspeed to reduce radius of turn. As soon as we bank, release back pressure to allow the nose to go down as designed (dynamic neutral stability.) Much rudder is required in steep turns and we have to lead rudder to prevent adverse yaw. Coming onto target, level wing before pull up to prevent graveyard spiral. It is Wolfgang's law of the roller coaster. Airspeed for altitude and then altitude for airspeed.
Your soft field landing can also be your best short field landing if you use the high ground effect on short final to decelerate. Watch the end of the runway appear to close faster when you get close. It is the same as with your automobile coming into and intersection. Far back the end of runway appears to close at a brisk walk. Decelerate to maintain that apparent brisk walk rate of closure until touchdown with power. It works with steep glide angle over trees as well. Just slow enough on short final to sink requiring throttle to come into active and dynamic play to exactly control glide angle and rate of descent.
Notice that your soft field takeoff got you into low ground effect faster than did your short field takeoff. Think energy management. ACS short field technique is very poor energy management and puts you entirely depending on the engine.
If you nail/bracket the centerline between your legs (narrow but still side by side) with dynamic proactive rudder only (walk the rudders,) you will automatically keep the wing level. Go limp on the stick (I jam the stick with a stiff thumb to keep the student from moving it) to prevent adverse yaw and use rudder movement only same as a tennis player or linebacker. They do not go flat footed. We do not want to turn so need no aileron to bank. Adverse yaw sends the nose the wrong way initially. Even when we want a coordinated turn, we have to lead rudder to get it. Step on the ball? Too late Ethyl. We are human and have driven autos too much. Bad muscle memory.
Good job all around. Just an old crop duster messing with you.