Warbird Information Exchange

I'm somewhat surprised that instructors seem to advocate the "get the tail up quickly" approach. As mentioned, the ramifications in light aircraft aren't that big of a deal. However, carrying this habit into more powerful airplanes is a recipe for disaster.

I think part of the problem is that most taildragger pilots today are transitioned over from trikes, rather than learning to fly them from the start. It's the (relative) lack of forward vision that's the (my opinion) primary reason for wanting to get the tail up. I believe the perception that directional control is better with the tail up is illusion. The rudder is just as effective with the tail down (given that airspeed is the same).

Taildraggers generally make it known when they're ready to fly and there's no reason to force the issue. I subscribe to letting the tail come up on its own and then keeping slight back pressure on the stick to hold a slightly tail-low attitude. The plane then comes off the ground with very little fuss and one can then lower the nose slightly to accelerate, if desired.

As I stated in my initial post, the forces acting to pull the aircraft left can be moderated to some extent. Slow application of power will see a smooth, easily controllable pull to the left which will stabilize once throttle movement ceases.

Allowing the tail to come up on its own will again see an increased tendency for the aircraft to go left. However, by allowing it to occur slowly (on its own) the torque is spread over a longer duration at a lesser amplitude -- again, relatively easy to control.

Most transitioning pilots simply react/compensate for the various torque effects without knowing why they're occurring. In the low-power scenario, this plays out as a pull to the left as power is applied. Rudder is applied to compensate but (usually), due to low speed and blanking effect over the rudder, the initial input is ineffective so more rudder is applied. Just as torque is stabilizing and airflow over the tail is improving (due to increased speed), the rudder becomes much more efficient. At this point, the rudder overcompensation results in a rapid turn to the right. Left (or neutral) rudder is applied to counter. This is right about the time that the tail is forced up and we're, once again, off to the races to the left. By this point, the plane is probably yanked off the ground, resulted in yet more turning to the left. Our stressed-out student is now throughly convinced that taildraggers are difficult-to-tame beasts worthy of their reputations!

What are you doing with your ailerons? A little adverse yaw might help out in these situations. Try full aileron (control stick) into the wind and back off as the ailerons become more effective. You should then be lifting off the ground with a little bit of aileron that will let you bank to control your drift on takeoff. Worked great for me in the Stearman, should work similarly on the L-5.