I have a business trip this week out to the LA area. I have some time to kill over the weekend and was hoping that I could connect with an experienced pilot in a Supercub while out there. I have been working in my Supercub on trying to get the placement of my landings better, but could use some advice. Seems like I am overshooting the spot that Im trying to hit.
Matt
Try making power on full flap landings. That always seems to help out. Remember it's pitch for airspeed, power for altitude. Lock in your approach speed with pitch attitude. Control the decent rate with power. If you don't seem to have enough energy to flare at the end then use a small increase in power to arrest the decent.
Jason
I bet you are approaching with more speed than you need...
I don't know where you've been me lad, but I see you won first Prize!
Wearing a skirt nowadays George?
More comfortable than the big 'X' used to find me...
I don't know where you've been me lad, but I see you won first Prize!
My current approach has been to chop throttle to idle on short final and then keep my speed above stall and flare. This typically results in a larger bounce than I would like especially with large bush tires. I started thinking was that I needed to come in under power pitched up and approach stall as I touch. That in mind I started flying at different power/flaps at altitude to see what the plane would do. Certainly seems like it flys better being under power rather than just idle and it certainly feels safer being on the other side of the power curve.
I dig the skirt.
It helps feel the air when in ground effect also
The girls dig it, I limit my wearing it or the other guys all get mad for taking all the cute girls awaythe pipes work well for getting rid of unwanted pests also.
I would not suggest it in a Hang glider though.
I don't know where you've been me lad, but I see you won first Prize!
Having the throttle at 1,000-1,200 rpms gives the tail a wee more authority, otherwise it will quit flying...
Come in carrying the 1,000 rpms, (or what feels good), at 1.2 above stall in that configuration, in a stable descent. cut throttle on the flare and raise the tail to level. When you feel good about that, lift the flaps as you lift the tail. Lifting the tail will kill lift.
Did I mention it needs to be stable...
200 rpm changes
Stable approach
If you vary more than a couple mph on short final, you lost it. do it again. Practice stalls at altitude in this configuration. If you are afraid of stalling it, it will not work correctly. Respect the stall, but fear is not good.
Practice.
The best mod is Mr. Big E's fuel card!
I don't know where you've been me lad, but I see you won first Prize!
Big bounce (consistently) for me = keep a touch of RPM and don't chop power until short final timed so that your sink rate goes up as you enter ground effect and it will buffer the sink and give a flatter/slower flare as you float a little
Or flare a little later as you could simply be running to of energy and dropping it in... Fly with a buddy, watch and report, I found that really helped me and there is little more rewarding than critiquing your buddies landings...
I found that when working on spot landings I did better adjusting my aim point to a little short of the desired spot (especially if gusty) and using the round effect flare out/float to touch on target, but that is not a great method for rough spots. A coupe of traffic cones really helped this practice and when you get consistent with non big bounced landings start dropping your approach speed a mph or two to find your sweet spot and you'll be able to shorten the cone separation dramaticaly. I fly solo mostly and have to remember when heavy to adjust the approach a little (less sink rate) or it looks like the Harlen Globe Trotters just arrived also what you're landing on makes a big difference, big wings over asphalt on a hot day can be interesting, days like that i just carry a little speed to penetrate the heat wave and wheel it in, but pin it good.
If you have a 496 put the verticle speed rate as one of the corner displays. it is very quick acting and gives immediate feed back if it is in your line of sight, I can't always feel a big sink rate if working a high pattern and making adjustments too late makes for a non-stable approach. Also this little display is really handy for fine trim adjustments on an trip.
Your mileage will vary and I guarantee I know someone who can and HAS bounced it bigger (while demonstrating his full slip to flare technique) than I every thought possible.
Also if you're on ABW's check pressure/appearance. Pierce said it best once that they should look like a chipmunk with their cheeks full, too much air and they get bouncy.
Think I'll toss the cones in and go find some grass. THANKS FOR ASKING A GREAT QUESTION, helps me just to think through it!
Last edited by OLDCROWE; 07-11-2012 at 08:37 AM.
"Illegitimis non carborundum"
A little off topic here, but I noticed a couple of you guys are from the Tulsa area. I grew up outside of Norman and my brother lives close to Jenks in Bixby. Ive been threatening my wife that we are going to move back, but she doesnt find that to funny. She doesn't seem to appreciate a good tornado once in awhile.
Bringer her, Bixby's one big sod farm with sand bars thrown in for fun!Originally Posted by mgberry
"Illegitimis non carborundum"
full slip to flair sounds familiar.....yep no flaps .......really gotta cary a lot more throttle with that to keep to bounce at bay........i have recently enjoyed the trim down...the biggest part is getting that speed under control...not plus or minus 3 but dead on....little bounces can be absorbed by touching one wheel first..as for the touch down point you need to visualize the whole act of the flair and where its going to be placed just before the touch down point....if you focus on the touch down you wont leave enough room....kinda like flying between trees you dont point it at one to around or between see the whole maneuver and follow that path
Swoeric,
With your no flaps machine, what airspeed do you hold on short final? Do you hold the slip until in ground effect then straighten it out just before touchdown? Great thread, still learning everyday and having a great time trying to shorten my arrivals.
youll want to back out of the slip a little to lt you flare through it some....start small work your way...maintain the same airspeed you would want going into the flair normally because it is all that you will get...keep some throttle in..this makes a huge difference...it wasnt a bounce but more of jato assist
George You handsome bastard you can pull it off don't let Eaton get to you
Bud did his wee laddy come home with a first place blue ribbon
http://www.allerdice.net/scotsman-song.htm
http://www.allerdice.net/Downloads/Scotsman%20Song.mp3
Life should not be a journey to the grave with the intention to arrive safely in a well preserved body but rather to slide in sideways, well used up proclaiming "WOW What a Ride"
The mayor personally requested that I LEAVE IT ON!George You handsome bastard you can pull it off don't let Eaton get to you
I don't know where you've been me lad, but I see you won first Prize!
It is interesting that when coming in tail-low at a high AOA with some power that both a reduction of power and a burst of power will flatten the AOA and make for a nice wheel- landing attitude.
I found that elevator gap seals help here too.
Sent from my iPhone from the middle of nowhere using Tapatalk
"They who can give up essential liberty to obtain a little temporary safety, deserve neither liberty nor safety." Benjamin Franklin
I don't carry power, rudder to the floor and the upwind wing down, stick back and over as far as it will allow to maintain runway heading, when it starts to unload ( less pressure ) I relax a little back pressure and it fly's again. I hold a slip till just before the low wing starts plowing sod.
Glenn
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