Are you serious??????






That is absolutely ridiculous. Are you really a Qantas pilot?

There are many things that will happen to you behind the yoke, that will leave you a wiser, better pilot. Some during training, but most, obviously, well after training. I admire that you're willing to share them... most aren't.

It sounds like there was a significant cross-wind during that takeoff ?

If so, then a "launch" into ground-effect, with an immediate crab-angle, was the best way to handle it. But not as reaction. That's something you'd plan on doing. It sounds here, that it was a reaction on your part.

If crosswind was not a factor, I'd need more information before commenting further.

No matter what happened... the bottom line is that you kept your head about you, and piloted your way through it. If you had enough airspeed for for lift (which you obvioulsy did), then aborting the takeoff with significant yaw could have been much worse.

It might have been a poor choice to continue with a takeoff that started with yaw problems from the first application of power... but it was good piloting on your part to get out of there in one piece.

Again.. I need more information..

Rotty's right... even 180hp C172s have pretty negligible torque/p-factor to deal with. Any x-wind at all presents more of a directional problem during a takeoff roll. And the odd thing is that it sounds like you were dealing with a x-wind from the right, not the left.

If you've ever flown and older C172 and then hopped into a newer model (or one with new rudder/nose-wheel hardware), the difference is dramatic. I've flow C172s that had so much slop betwen the pedals and the nose-wheel, that differential braking was required while taxing. And on newer models, the ground steering was was very precise with pedals alone. Maybe after taxiing onto the runway, you had a sloppy nose-wheel, already cocked to the left. And if you were already aimed slightly to the left, the addition on torque/p-factor added to the mix would have you applying LOTS of right pedal.

The other point of Rotty's that is most important; is your instructors evaluation. He knows you, and he's ultimately responsible for your training. It's hard for us to "instruct" by forum post.. so before incorporating ANYthing we say.. please run it by him. I've seen two very seasoned and competent instructors get into heated debates about how to handle their students.

With that said... I'm thinking that the scenario I mentioned, might be what happened... and you probably over corrected. I'm just having trouble understanding how you got into a drifting situation like this. You say that the nose was point right, but the plane was drifting left.. and it sounds like it started happeneing very early...as in, right from the begining of the takeoff roll. I know things happen quickly when we're caught off guard in the cockpit..so maybe the loss of traction happened further into the roll than we're understanding... Although, If you were alone (and from one of your photos, you look rather "small" (as in WELL under 200lb), and if you were flying on tanks under 1/2 full.. a C172 will get up to "lauch" speed in a hurry.

Anyway..a wind from the right would call for LEFT pedal at first. Right pedal would just compound the wind-induced directional problem. Then, as lift began to negate the tires, you'd have to decide when to launch into ground-effect, because drifting would set in. That can be a scary and critical time for a new pilot. Eventually, you won't give this stuff too much thought. You'll be instinctively flying the airplane as you roll out onto the runway.. and your feet will do their stuff on reflex. You won't think, "OK, first I'm countering the torque, then I'll deal with the wind".. it will all just happen. Every takeoff is a different dance with the pedals..

I'd just chalk it up to one of those learning experiences. To this day, things happen to me for the first time. Sometimes I fully understand what happened; sometimes not.

I think you have a good enough understanding of it all to remember the important stuff.. and the poise to work through it when it happens. Most important is that you're humble enough to want to talk about it.

Eventually, the rudder dance will be second nature.. even with nasty x-winds 

Yeah, and don't forget the intangibles.. especially in a lightly-loaded airplane.

It might very well have been calm, but when the difference between the wheels having traction, and not having traction might be 38 as opposed to 41kias..that three knot window can be erased by the slightest of wind gusts.

One thing to think about.. maybe.. would be to change your take-off trim a tad.. when it's just you and not much fuel..

Just thinking out loud.

I'd agree with checking the brakes.  Ask whoever works on the aircraft if the left brake looks and functions as it should, also ask about the wheel bearings or anything else that might do that.  If you ever see anything on the preflight, or have any questions about anything like that, never, ever hesitate to ask whoever is around, and if nobody is around, don't go.  It's not worth getting killed over.

I have almost 200 hours in 172s and I've never had an issue like this, so I  would imagine it would be an aircraft issue (no offense, I'm not trying to say I'm better than you, just that in my opinion, it's probably an aircraft issue).  I've never noticed that slipstream has never had so pronounced an effect as to pull the nose to the left enough to do what happened to you.  I don't really know what else it could be.

One other thing, when you fly, where are your feet on the rudder pedals?

Hmmm, it's all very odd.  I've flown the 180 hp 172 quite a bit as well, so I don't know why they would be any different.  As far as trimming goes.  I usually try to trim to the so the aircraft will rotate and fly hands-off a little above typical rotation speed (~60 kts, Vx, but check the POH or PIM for your speeds).  There should be a mark on the trim indicator that marks where the trim should be at take-off.  Other than that, I would just recommend making sure you are on the centerline for the entire take-off roll and if you start to deviate at all, correct it immediately and get flying as soon as possible.

How about this - do you notice a substantial left yaw once you're flying?

is it possible that your heels were not on the floor and you touched the left brake pedal?