A while back I heard mention of a "J turn take off", utilizing P factor during a turn during take-off. Does anyone here use this technique and how is it accomplished? I'm hoping to learn more about this.

I have only heard of this in reference to float flying. It helps in small lakes and in glassy conditions.

Have a look at this thread: http://maulepilots.org/forums/viewtopic ... c&start=45

The Ellis Bros, out of Gulkana put out a video about 15 years ago that show what the term a j turn take off.
The tail is in the air and you start 180 degree's from your take off. You really have to know your airplane and your but to use it to make any difference.
But IT DOES WORK.
Just my .02

I've heard it used mostly on skiis when I lived up in Alaska.

Have a look at this thread: http://maulepilots.org/forums/viewtopic ... c&start=45

That discussion was informative, and the Husky Cub video clip doing it on Big Rocks Long Props preview video demonstrated it pretty well. Greg does what the Husky Cub did quite a bit in volume 2 as I recall, when he lands in that very short one-way-in-one-way-out area, I think he called it "leaf blower" (or something like that).

I'm a little confused though as to how "p factor" is used for this maneuver, since p factor is mostly felt when the prop is at a high angle of attack, when a taildragger is on all three wheels.

Ridge Runner wrote:

I'm a little confused though as to how "p factor" is used for this maneuver, since p factor is mostly felt when the prop is at a high angle of attack, when a taildragger is on all three wheels.

You still have some left turning tendency when the tail is up and the power is shoved in...you're just using that to help you spin around to the left. I guess if you tried to go to the right it would take much more work and rudder to go that way as you'd be working against that left turning tendency. I'm only a newb, so no idea really, just going by what I've read, seen, and heard.

There are probably as many ways to execute a "j-hook" as there are situations that might warrant it. I was introduced to them when I did my tailwheel endorsement with Damian at Andover-Aeroflex in a supercub but I haven't had much opportunity to play with them since then.

The technique boils down to beginning your takeoff roll in an accelerating turn. In the example Damian showed me, we started off pointed away from our desired takeoff direction. He had me execute the turn to the right on the premise that a left turn combined with the left yaw generated by the engine during acceleration could easily result in a yaw rate that could not be arrested by the rudder input needed to capture your final desired heading (you'd effectively ground loop yourself) - by turning to the right you actually count on the p factor to help you keep from overshooting the turn. Also note that we did them with the tailwheel on the ground - nothing fancy like in Big Props & Rocks.

We started by pushing the throttle in, inputting full right rudder, and aileron into the turn. Almost as soon as the plane begins accelerating and turning right, you had to reduce the right rudder - and then very shortly after that (~maybe~ somewhere halfway through the turn) actually feed in some left rudder to capture your desired final heading. My first few attempts were fairly comical as I overshot the turn by some degree sufficient to warrant an abort, never done donuts in a plane before. Finally pulled one off and did manage to achieve a reduced takeoff roll. Ultimately though it was just fun to play with a modified takeoff technique and try to figure out the appropriate control inputs.

Note that in the above discussion I was practicing this technique with a highly qualified instructor. If you're truly interested in learning how to execute something similar please find an appropriately qualified instructor, it's the best way to minimize the risk to yourself, others, and your plane.

Vick, thanks for the detailed play-by-play on how to do the J turn take off. I could really use something like this, but I need to get it right or not do it at all. I will seek out some personal instruction on this first.

Compared to a normal short field take-off with brakes released at full rpm, how many feet shorter of a take-off roll out do you think you achieved or could achieve with this technique?