AOPA Pilot Magazine - January 2015 - 63
engine because of an inherent limitation of the centrifugal-flow
design. It cannot process inlet air fast enough at low airspeed to
prevent the excessive exhaust-gas temperatures that can result
from rapid throttle advancement. This limitation also means that
the engine cannot get enough air during the takeoff roll to develop
anywhere near full power, nor is there a bypass fan to help pull
things along. Takeoff acceleration is anemic.
The rudder becomes effective at 50 knots, but it takes a while
to get there. In the meantime, directional control during the roll is
maintained with differential braking, a bit of a challenge in a strong
crosswind. At 90 knots you apply just enough back pressure on
the control stick to establish a 6- to 7-degree nose-high attitude,
just enough to elongate the nosewheel strut. You then hold this
attitude and roll along on the mains until the T-Bird lifts off on its
own at 105 to 115 knots.
The density altitude at Santa Fe during my first T-Bird takeoff was 9,000 feet msl, and the 8,366-foot-long runway seemed
barely adequate.
After liftoff, a pilot new to the T-Bird tends to induce something
similar to Dutch roll. If the airplane starts to roll back and forth,
just hold the control stick steady. Chasing it with the ailerons only
makes things worse. This phenomenon is caused by an aileron boost
system that does not take effect until the stick is moved more than
two degrees beyond center. After a while, though, you get used to
this dead band (or neutral zone) and seldom give it thought.
The hydraulically boosted ailerons produce light roll forces
that make the airplane a delight to fly. Turn off the hydraulic boost
pump, however, and moving the stick will make you feel as though
you are trying to mix concrete with one hand. (The rudder and
elevators do not need boosting.)
The flaps are retracted during climbout at 140 knots, and simultaneous back pressure on the stick is needed to prevent the nose
from pitching down. Normal climb speed is 220 knots.
The pressurization system provides a differential pressure of 3.5
psi, but the cockpit does not begin to pressurize until the aircraft
reaches 8,000 feet. This cabin altitude is then maintained until the
aircraft reaches 15,000 feet. Above that, cabin altitude climbs almost
as rapidly as the airplane does and pilot oxygen is soon required.
Fuel is burned first from the tip tanks, then from the leadingedge tanks, and then from the wing tanks. All of these tanks feed into
a fuselage tank that holds about 20 minutes worth of fuel and feeds
the engine. The tip tanks automatically remain balanced. Should
one fail to feed, the other will stop feeding to prevent an imbalance.
Should one tip tank somehow remain full while the other empties,
www.aopa.org/pilot AOPA PILOT | 63
http://www.aopa.org/pilot
AOPA Pilot Magazine - January 2015
Table of Contents for the Digital Edition of AOPA Pilot Magazine - January 2015
Contents
AOPA Pilot Magazine - January 2015 - Cover1
AOPA Pilot Magazine - January 2015 - Cover2
AOPA Pilot Magazine - January 2015 - Contents
AOPA Pilot Magazine - January 2015 - 2
AOPA Pilot Magazine - January 2015 - 3
AOPA Pilot Magazine - January 2015 - 4
AOPA Pilot Magazine - January 2015 - 5
AOPA Pilot Magazine - January 2015 - 6
AOPA Pilot Magazine - January 2015 - 7
AOPA Pilot Magazine - January 2015 - 8
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AOPA Pilot Magazine - January 2015 - 27
AOPA Pilot Magazine - January 2015 - 28
AOPA Pilot Magazine - January 2015 - 29
AOPA Pilot Magazine - January 2015 - 30
AOPA Pilot Magazine - January 2015 - 31
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AOPA Pilot Magazine - January 2015 - 33
AOPA Pilot Magazine - January 2015 - 34
AOPA Pilot Magazine - January 2015 - 35
AOPA Pilot Magazine - January 2015 - 36
AOPA Pilot Magazine - January 2015 - 37
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AOPA Pilot Magazine - January 2015 - 39
AOPA Pilot Magazine - January 2015 - 40
AOPA Pilot Magazine - January 2015 - 41
AOPA Pilot Magazine - January 2015 - 42
AOPA Pilot Magazine - January 2015 - 43
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AOPA Pilot Magazine - January 2015 - 45
AOPA Pilot Magazine - January 2015 - 46
AOPA Pilot Magazine - January 2015 - 47
AOPA Pilot Magazine - January 2015 - 48
AOPA Pilot Magazine - January 2015 - 49
AOPA Pilot Magazine - January 2015 - 50
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AOPA Pilot Magazine - January 2015 - 56
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AOPA Pilot Magazine - January 2015 - 60
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AOPA Pilot Magazine - January 2015 - 63
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AOPA Pilot Magazine - January 2015 - 65
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AOPA Pilot Magazine - January 2015 - Cover3
AOPA Pilot Magazine - January 2015 - Cover4
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