Tailwheel Differences Training
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Join Date: Aug 2015
Location: Hampshire
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Tailwheel Differences Training
Hi All,
Would you have any recommendations for Tailwheel Differences Training in the south Hampshire, West Sussex areas? So far I've found Goodwood and REal Flying at Shoreham. Just wondering if there are any others, or if any part time instructors may have access to private aircraft,
Thanks
Would you have any recommendations for Tailwheel Differences Training in the south Hampshire, West Sussex areas? So far I've found Goodwood and REal Flying at Shoreham. Just wondering if there are any others, or if any part time instructors may have access to private aircraft,
Thanks
Someone of our informal Sussex Flyers who meet at Ashington Village Club second Monday each month may be able to help outside the main two Sussex 'airports'.
What is it you either own or would like to be able to fly ? Perhaps I can be more specific then.
mike hallam
What is it you either own or would like to be able to fly ? Perhaps I can be more specific then.
mike hallam
Join Date: Feb 2004
Location: Gosport Hants
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I did my PPL training with the Real Flying Company at Shoreham which included a couple of sessions of tailwheel. Cant recommend them highly enough, aircraft are kept in an immaculate condition and they are a really friendly bunch.
Tail Dragger check out
Hi There
To be properly checked out you need to experience both tail skids and tail wheels and also find out the 'limitations' on tarmac.
Not all tail skids are steerable and some tail wheels are fully castoring** and non lockable.
The latter have to be controlled by brakes when the rudder effect is lost and it is easy to get to a point that brake effect will not hold directional control when you most need it.
In other words; being checked out on one simple type of tail dragger does not represent the full story, and it is wise to get a 'type' check out on a particular machine that you actually may wish to buy/fly/.
**Chipmunk Stampe
There have been several 'excursions' with RV taildraggers on runways, due to
lack of experience and having to use an out of wind runway that was 'out of limits'. It is quite alarming how quickly the situation goes from in to 'out of control'. The situation is not helped by many airfields now only having one strip and substantial fences bordering them. This has to born in mind when contemplating using them, as a simple brake problem could write off a machine.
To be properly checked out you need to experience both tail skids and tail wheels and also find out the 'limitations' on tarmac.
Not all tail skids are steerable and some tail wheels are fully castoring** and non lockable.
The latter have to be controlled by brakes when the rudder effect is lost and it is easy to get to a point that brake effect will not hold directional control when you most need it.
In other words; being checked out on one simple type of tail dragger does not represent the full story, and it is wise to get a 'type' check out on a particular machine that you actually may wish to buy/fly/.
**Chipmunk Stampe
There have been several 'excursions' with RV taildraggers on runways, due to
lack of experience and having to use an out of wind runway that was 'out of limits'. It is quite alarming how quickly the situation goes from in to 'out of control'. The situation is not helped by many airfields now only having one strip and substantial fences bordering them. This has to born in mind when contemplating using them, as a simple brake problem could write off a machine.
Oh come on - very few aeroplanes use skids any more, and that really is a type specific issue. Hard versus grass, yes - and also crosswinds, both 2 and 3 point landings, and whatever else is peculiar to the particular type. But expecting a new tailwheel pilot to be able to handle every possible variation is equivalent to expecting someone learning to land a PA28 to also handle an AA5 castoring nosewheel "just in case". There is a point where specific features should be left until someone may be checked out on a specific type.
G
G
Join Date: Feb 1999
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I would avoid any training where landings have to be paid for individually.The course is all about take offs and landings.Ideally an uncontrolled field not too busy and the landing fees inclusive in the hourly rate.Good luck finding somewhere there seems to be very little tailwheel conversion training going on nowadays.vbr Stampe
I think POBJOY has valid point. If Gonch does his training on an aircraft with a steerable tail wheel e.g. a Citabria or Cub, then if he later has the pleasure of flying something like a Chipmunk with a castering tail wheel, he needs to be aware of the potential handling differences.
I'd agree with Pobjoy in one respect, that regardless of whether or not you have had recent tailwheel training/rating, do get a check ride in any new type.
Taildraggers are very variable in their habits. Some are very keen to swap ends, like a Stampe as mentioned, others are quite docile - the Pawnee is a good example. And handling in crosswinds on hard runways can differ greatly from type to type.
I wouldn't go so far as to suggest you need training in every different style of taildragger - life is too short - but choose a school or instructor who will discuss the variations.
Lots of us never got formal tailwheel training, before all the 'differences' thinking came along. I was taught to take a good long slow hard look and walk around at any new type and ask myself what I thought the handling and oddities might be, before ever climbing in. (Thanks Chris, and Brian!)
Taildraggers are very variable in their habits. Some are very keen to swap ends, like a Stampe as mentioned, others are quite docile - the Pawnee is a good example. And handling in crosswinds on hard runways can differ greatly from type to type.
I wouldn't go so far as to suggest you need training in every different style of taildragger - life is too short - but choose a school or instructor who will discuss the variations.
Lots of us never got formal tailwheel training, before all the 'differences' thinking came along. I was taught to take a good long slow hard look and walk around at any new type and ask myself what I thought the handling and oddities might be, before ever climbing in. (Thanks Chris, and Brian!)
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I'd second Western Air. Did tailwheel during PPL and loved their decathlon. Plus as mentioned above all circuits are part of instruction rate so you can slam round the circuits.
Join Date: Aug 2005
Location: Glens o' Angus by way of LA
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Read these 2 books prior to starting your conversion training
https://books.google.com/books/about...AAAAMAAJ&hl=en
https://www.amazon.com/Compleat-Tail.../dp/0963913700
https://books.google.com/books/about...AAAAMAAJ&hl=en
https://www.amazon.com/Compleat-Tail.../dp/0963913700
Tailwheel taxi, T.Off, and landing are brain/muscle practical skills. I never read any books on the subject.
Books are for nav, air law, met, aircraft information, etc.
Tailwneel and taildragger in flight are the same as nosewheel.
(Learned on Jackeroo taildragger, current on Jodel tailwheel.)
Books are for nav, air law, met, aircraft information, etc.
Tailwneel and taildragger in flight are the same as nosewheel.
(Learned on Jackeroo taildragger, current on Jodel tailwheel.)
