I bet this guy was feeling sorry for himself. After he counted his blessings.

I say too much weight and aft cg! Whatddya think?

I say he made a good decision to abort. [emoji6][emoji1303][emoji1303]

Sorry for the poor quality. I stole it from Instagram. Maybe someone can find the original video on the interwebs.

https://vimeo.com/167828923

#howtomakeatrikeataildragger


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Very behind the power curve!

Looking at the elevator, it looks like the pilot is pulling back way to much. Needed to get the nose down.

Cheers...Rob

Almost wonder if a passenger got a good hold of the handles. It happens.

Seat slid back? Load shifted aft? Or, head up ass?

Damn......

Gump


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Even with that big engine he couldn't "leap tall buildings in a single bound." With any airplane, it is much safer and doable if we level the airplane in low ground effect. He was way too high before he tried to fix things. If you pull back and the airplane will not go up, try pushing forward on the stick a bit.

Maybe a bad case of Vx-treme.

Either really bad technique, or the seat gave out.

Another vote for either seat or passenger. One would have to be clueless to continue yanking on the elevator at that angle of attack- unless that is his standard takeoff technique and for some reason it usually works out ok...

It looks like a relatively quick elevator input that was held in position. I'll bet the seat slid back.

I like the peanut gallery audio, mierda!!!

Wow. That makes me feel a little better about my last solo cross country.

Similar flying, but fewer witnesses;-)

I thought a slide back of the seat maneuver is usually followed by an abrupt pitch down.

Regardless, it's a tribute to what these birds can endure.


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If the seat sliding back were the problem, and he released the control wheel, the nose would pitch down some. I always left the trim neutral in pipeline 172s, which would even be more helpful here. Cary's slight down trim would be even better. The airplane could be, and perhaps was, controlled with the rudders only. We can and should maintain directional control, and keep the wings level, with rudder only. I left the trim neutral because I didn't climb and I always used full flaps on landing. Full flap trim is the same as cruise trim in most smaller Cessnas. My advise to all pilots, regardless of their particular power to weight situation, is to get off as soon as possible but to stay in low ground effect as long as possible. We never know when this considerable amount of free, extra kinetic energy might be necessary. Once in a high pitch attitude and out of low ground effect, low ground effect is difficult to regain.

contactflying wrote:Full flap trim is the same as cruise trim in most smaller Cessnas.

I understand most of what you said, except this one.....


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Hoeschen wrote:

contactflying wrote:Full flap trim is the same as cruise trim in most smaller Cessnas.

I understand most of what you said, except this one.....


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150 170 and 172 if you go from cruise slow down and add full flaps you should have perfect trim for final.

Hoeschen,

The "set takeoff trim " mark is for Vy. The only place we need Vy for cruise is at ceiling density altitude. The trick for those staying low or doing circuits is to either mark neutral on the trim wheel or just don't mess with it after cruising.

It's not the pilot's fault that this is a mystery. The PTS and schools have a big airplane, corporate or airline orientation. Big airplanes tend to fly high, so trimming for climb and less than full flap descent is important.

Thanks for the question,

Contact

contactflying wrote:.....Full flap trim is the same as cruise trim in most smaller Cessnas......

I disagree. In my ragwing C170, my C150/150TD, and now my C180, I have to trim to extreme nose up to achieve anywhere near hands-off approach speed.

Looked like pilot inputs to me...

Push that nose over...fly at 1 foot AGL...it works...


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