Just been lusting after Crazy Horse…as you do…and was looking at the check list on the poster in the latest Flypast.
Got a question you guys may be able to help with.
During Pre-start check list, it quotes Parking Brake OFF. Cool.
Then in the next section, start check list, there is no mention of Brakes, yet you now have an engine on tickover producing around 300 HP turning a bloody great prop….no mention of brakes.
Then we get to the Run-up, where the engine is ran at 2300 RPM. Still no mention of brakes !.
Are you supposed to hold the brakes manually (I am assuming they are foot operated ?)
I would have thought that with all the ‘one armed paper hanging ‘ exersises going on in the cockpit, the last thing you would want to have to worry about is manually holding the brakes on
Over to you
By: Jim_Harley - 12th March 2003 at 20:53
Crazy Horse…long
Gary,
Just for the heck of it I rewatched the tape last night to make sure I didn’t have a lapse in memory. As Lee Lauderback went through the start up checklist he primed her and called over the r/t to “help” him cover the brakes as he engaged the starter. All through the taxi phase he emphasized the need to “S” turn the fighter to see over the long nose. The brakes are key in controlling the speed…but not to be overused. The runup was incredible. Lee called over the r/t that he was going to roll the canopy shut and that I had the controls, and that he would watch me on the brakes. He instructed me on the various power settings whilst he handled the mag checks. When the power was up to around 25in. the whole airframe rocked and strained against the brakes. Never in my life have felt anything like that from an a/c. I cycled the prop and mixture control and then it was on to the active. Lee had me run the engine up to 25″ and hold the brakes as I was to follow him on the controls through takeoff. At brake release the plane literally lurched forward and seconds later he called 55IAS and to ease the stick forward to get the tail off. The plane flew itself off and pulled the gear up less than a propspan from the runway. Lee held her down the entire length of the runway and at the end we went nearly vertical well past pattern altitude. During the climb he once again called over the comm “your airplane” and put his hands up in the air to show me he was no longer flying 😉 ….I can’t say enough about this experience…I still get goose bumps.
Jim
By: geedee - 11th March 2003 at 13:15
Jim
Thanks for the info on the Mustang. I wasnt sure if it was an oversight or a geniune missing line of text.
Reference the difference in the Rudder trim for take -off, would that be because of the larger canopy and the taller fin on the Cavalier Mustangs upsetting aerodynamics as opposed to the stock air frame ?
By: Jim_Harley - 9th March 2003 at 18:36
Mustang Checklist
When I flew her in ’94 there was no mention of brakes either…when that fan starts turning you just automatically move your feet to the tops of the rudder pedals and push. Once you begin taxi it takes a fair amount of coordination of brakes for speed control …no so much for directional guidance. The run-up phase is incredible. The entire airframe shudders and shakes as if it wants to launch straight off. At the completion of my flight my legs felt like mush…it is a very “rudder active aircraft” and at speeds over 250 the pedals feel as if they are set in concrete. Don’t let this fool you though…it is a delight to fly and very docile. Another deviation from the stock checklist is the 9 degrees of right rudder trim added before takeoff compared to 6 of a stock airframe. A fair amount of right rudder is held from brake release through cruise climb. “step on the ball” echoed through my headset as we departed Latrobe airspace….what a machine!!!!
Jim Harley
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March 9, 2003 at 8:50 am