The Swift is a peculiar animal. I have flown numerous tail draggers, and the Swift is like none of them! Well, maybe BE-18 has similar traits. The stock airplane has a straight engine mount, unlike some of the higher power versions. The airplane has a rather forward CG compared to common taildraggers of the period. If you have experience with the C-195 you know that on takeoff, if the cowling moves 1" to the left, the tail has moved 1' to the right! OTOH, the nose of the Swift moves dramatically in relation to the tail. Don't get fooled though, where the nose goes, shortly thereafter goes the tail!

Here is what I teach newcomers to the "stock" Swift on takeoff procedure. It doesn't matter to me how much time the "student" has in tailwheel... Line up the airplane in the center of the runway and let it roll forward a little to center the tailwheel. With brakes off, start with the wheel (stick) all the way back and bring power up continually to full power. Assuming you have a steerable tailwheel you will find just application of rudder in the desired direction will steer the airplane OK. With non-steerable, just a small amount of brake in the desired direction will do the same. If you run into a problem with directional control at this point, reduce power and regroup.

As the airplane accelerates keep an eye on the airspeed. Do not release back pressure until you see the airspeed is alive. I've seen a lot of folks start to rotate onto the main gear way too early! One thing to remember is the elevator authority is much more effective on the Swift than is the rudder at low speed. Somewhere about 40-45 MPH, you need to come forward with the stick. Not abruptly, but with authority and continual movement until the weight is firmly on the main gear, with the tail high. I know that several forces are at work here... Gyroscopic effect from the prop wanting to turn 90 degrees to the direction of rotation (which means left), transition from tailwheel steering to rudder, Left turning tendency from the straight mount (torque). So, you will need to feed in rudder to counteract this turning tendency. It may vary from full right rudder and some right brake with a strong left crosswind, to nearly neutral or maybe a touch of left rudder in a right crosswind condition. I would not choose a takeoff with a tailwind component (if at all possible); however, given the choice of a left or right crosswind, I would opt for one from the right.

Here is the one place I find Many/Most people get into trouble. They do NOT get the tail up high enough. You have to get the airplane into a negative angle of attack! There is three degrees of incidence built into the wing, so the nose will seem very low! Plenty of weight on the main gear! This allows the rudder to become effective (gets it up in the breeze), and allows you to "drive" the airplane with the rudder and if necessary brakes. If you become aware that you are not maintaining directional control, before you do anything else, start with more forward pressure. You probably do not have the tail up high enough. More pressure on the man gear will allow you to use more brake (if needed) and the higher the tail will allow more rudder authority. May seem hard to do, but a lot of Swifts have been lost at this point. Either you are a pilot or a passenger. If directional control is lost, you are a passenger. Use what you have working for you! An RTO at this point is problematical at best. Not impossible, but tricky. If you reduce the power abruptly what will happen to the rudder authority? Where is the airplane going to want to go? It is very easy to go from limited control, to over-control, to loss of control in the wink of an eye!

As the airplane accelerates through 60-65 MPH you can release forward pressure and allow the airplane to transition to a positive angle of attack and it will liftoff. I find with my airplane, I frequently use full right rudder during the initial phase of the takeoff roll and more often than not a little brake to keep the airplane going straight down the runway. There is a definite difference between the 125 HP and the 145 HP at this point! You don't have to be a test pilot to notice the difference! I suggest use of this technique until you are completely familiar with your airplane, then you can modify the technique to what is comfortable to your style of takeoff; however, in the initial learning process, you will be a "happy camper" if you go through the takeoff procedure as I describe it. This is regardless of wind condition.

To be completely honest, I use a little different technique myself for a takeoff with no wind/no crosswind; however, when a crosswind is present or anytime it is gusty, I revert back to this technique. It has served me well for 38 years...Happy Swifting! Steve Wilson

HIGH AND HOT OPERATIONS...(060302)

Subj: A couple of Swift questions
From: Henry Dittmer <hdittmer@avaya.com
Monty,
I ordered the complete set of Swift books in preparation for buying a plane. In that literature I could not find performance numbers beyond those a sea level. Perhaps you could help. I'm interested in the published take off distance and climb rate for 6000ft at 80 degrees F. The plane is all original Swift with metal prop and a O-300 engine. Also what is the typical useful load for this plane? Thanks for any help or reference, Henry

Henry
There is nothing published along those lines, probably because there is so much variance between airplanes. At 6,000 feet and 80 degrees a 145 hp Swift might be close to it's service ceiling! If you were going to operate a Swift at high altitudes and temperatures it would have to be optimized with the right prop etc. A typical 145 Swift weighs about 1250 lbs, so with the original GW of 1710 lbs, the useful load would be 460 lbs. One person who operates his Swift from a short strip in the mountains is Don Bartholomew <diamondswift@earthlink.net> he may be able give you more insight. -- Monty

...HERE IS DON'S REPLY...
Henry,
You are correct that much not is published for Swift performance. What is, was for a 125 hp plane and was VERY optimistic with the experiences I had. I live at 5,000 ft and when I came here, my plane had 125 hp and I operated off a 6,000 ft runway in a valley. I tried the plane both with an Aeromatic prop and a fixed pitch metal prop. It would get off the ground in about 2500-3000 ft and would fly in ground effect, but climb was sometimes less than 50 ft/min. In the summer I always had to find the gliders and circle with them to get out.

One thing you MUST do with a Swift is to push the nose forward to gain speed to climb. This is hard to talk yourself into when you are only 10' above ground, and it is rising. Depending on how the airspeed is working, you need at least 80 mph and 90 to 95 mph is better. I have flown 145 hp planes here and they are better, but in most cases are still marginal. Since the 125 and 145 uses a fixed pitch prop, you are down on hp both from altitude and not making rated rpm. The prop you chose will make a big difference. A cruse prop will not get off the ground there in summer so cruse speed doesn't matter. A climb prop will get off the ground and climb, but you could exceed redline RPM at cruse. You may be happier with a Swift that has a bigger engine with a constant speed prop, at least a 150 hp. The prop, although heavier, makes a big difference in performance.
I currently have a 150 Lyc, constant speed prop, and operate off a 2000' strip at 5,200'. I am careful in the summer since there are obstacles I must clear 660' off the end of the runway. Talk to Tracy Rhodes. He operates a 145 hp plane out of Reno (5000'). He can give you a description of how his plane performs and which prop he has. His email is TRhodes98k@cs.com.

One thing for sure, a 145 hp Swift at 5-6000' will teach you to fly with understanding and finesse, something the big hp planes don't. If you get a Swift, be sure to talk to someone that flys one at altitude to find out the idiosyncrasies before you fly it. If you have anymore questions, feel free to email or call. Number is 775-782-2992. The computer is on the fritz right now, so email is unreliable for the next week or so. -- Don