Tailwheel Vs Tricycle
AustralianMade
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Training in Albury
Am trying to start my progression to CPL this year and after reading this thread have become interested in including some tail dragger hours in my training.
1) Anyone recommend a school in Albury?
2) Anyone know of a tail wheeler available here for training or endo?
Thanks,
ABX
1) Anyone recommend a school in Albury?
2) Anyone know of a tail wheeler available here for training or endo?
Thanks,
ABX
AustralianMade
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Thanks
I'll see if I can track it down.
Can anyone recommend a flying school in Albury?
I have had a look at Air Centre, they look alright, has anyone trained there or got some advice for me?
All information appreciated.
Cheers,
ABX
Can anyone recommend a flying school in Albury?
I have had a look at Air Centre, they look alright, has anyone trained there or got some advice for me?
All information appreciated.
Cheers,
ABX
Join Date: Oct 2006
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I really need to get some tailwheel currency, it has been a while. A couple of people in our syndicate are really keen on a certain Acrosport II (brilliant tandom open cockpit 180hp biplane with inverted fuel and oil, intermediate aeros level machine) that is for sale at the moment, it is not expensive, and between all of us, it would be an absolute steal, be great have two (very different) aeroplanes in the syndicate, but how to convince all the others....
Give me 12 months and I'd just about buy it myself...
Give me 12 months and I'd just about buy it myself...
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Tail dragger rating
The first thing I did once I completed my CPL Flight Test was a Cub rating, and then a Glider tow rating and then a few months later a banner tow rating. I then spent my weekends towing gliders to get hours so I was not a fresh 200 hour cpl.
Within 3 months I was employed by a Charter Company flying a C172 and C206. Then within 4 months after starting I was onto the Islander.
Doing glider towing, which is mostly done with tail draggers, was a great way to get those cheap/free hours and also learn a lot more about weather as the glider pilot wants the best chance of getting away after release.
ARPs
Within 3 months I was employed by a Charter Company flying a C172 and C206. Then within 4 months after starting I was onto the Islander.
Doing glider towing, which is mostly done with tail draggers, was a great way to get those cheap/free hours and also learn a lot more about weather as the glider pilot wants the best chance of getting away after release.
ARPs
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Here's the take on it by one highly experienced tail dragger aviator. http://www.airbum.com/articles/Artic...lTraining.html
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Good stuff
Brian A
That article should be compulsory reading for all pilots. It is very true.
Too many of todays pilots have never flown a taildragger, and have never spun an aeroplane. So they do not know how to properly handle an aeroplane, or recover from, or prevent a spin.
And we run around mouthing phrases like "world's best practice".
That article should be compulsory reading for all pilots. It is very true.
Too many of todays pilots have never flown a taildragger, and have never spun an aeroplane. So they do not know how to properly handle an aeroplane, or recover from, or prevent a spin.
And we run around mouthing phrases like "world's best practice".
Join Date: Jun 2004
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Geeez talk about opening a can of testosterone! I haven't seen a thread oozing so much ego for a long time!
How about this advice.
Learn to fly what you want to fly!
Want to fly a plane with a wheel under the tail? find a good operator and learn.
Want to fly a plane with 2 engines? Same deal, seek and learn.
Want to fly in the clouds? Seek a good operator and learn.
Could go on all night!
Learing one skill doesn't automatically make you good at all of them!
Get a grip folks, these are all machines that have been designed and certified to be operated by human beings not superhuman androids. It doesn't matter where the wheel is, good training will show you how to drive it and some experience will teach you how to master it!
bbbbbbbbbbbbbbbbbbbzzzzzzzzzzzzzzzzzbbbbbbbbbbbbbzzzzzzzzzzz zzzzz
How about this advice.
Learn to fly what you want to fly!
Want to fly a plane with a wheel under the tail? find a good operator and learn.
Want to fly a plane with 2 engines? Same deal, seek and learn.
Want to fly in the clouds? Seek a good operator and learn.
Could go on all night!
Learing one skill doesn't automatically make you good at all of them!
Get a grip folks, these are all machines that have been designed and certified to be operated by human beings not superhuman androids. It doesn't matter where the wheel is, good training will show you how to drive it and some experience will teach you how to master it!
bbbbbbbbbbbbbbbbbbbzzzzzzzzzzzzzzzzzbbbbbbbbbbbbbzzzzzzzzzzz zzzzz
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I am with the Blowfly! Opps, ah - I mean the Bee!
"Has anyone had a go at a Texas taildragger 150/172?
I hear tell theyre a sack of squirrels on the ground?"
I have done a few circuits in a 150 Texas Taildragger. Yes, you have to be on your toes (like many, if not all, taildraggers). The one in your pic has a straight tail like a C180/185, but the one I flew had the ahhhhh swept-back (?) ie non-straight(!) tail so the rudder is even less effective once down out of the air flow.
In addition, the spring steel undercarriage legs are very unforgiving of any indiscretions - boing, boing, boing, boing!
But like anything I am sure with a bit of practice and time in the aeroplane anyone half-useful could tame it.
R
"Has anyone had a go at a Texas taildragger 150/172?
I hear tell theyre a sack of squirrels on the ground?"
I have done a few circuits in a 150 Texas Taildragger. Yes, you have to be on your toes (like many, if not all, taildraggers). The one in your pic has a straight tail like a C180/185, but the one I flew had the ahhhhh swept-back (?) ie non-straight(!) tail so the rudder is even less effective once down out of the air flow.
In addition, the spring steel undercarriage legs are very unforgiving of any indiscretions - boing, boing, boing, boing!
But like anything I am sure with a bit of practice and time in the aeroplane anyone half-useful could tame it.
R
Silly Old Git
Yes the one in the photo is and old fast back straight tail 172
I suppose it just reverting to a 170 except there is an opportunity to put a Lyc 180 hp innit
Buzzy go and lie down this is toy world when you get enough munny you can play toys too
Ive slithered all over iced and snowy runways and taxyways all over Europe using a tiller wheel I but I dont wanna talk about that cos it wernt any fun
I suppose it just reverting to a 170 except there is an opportunity to put a Lyc 180 hp innit
Buzzy go and lie down this is toy world when you get enough munny you can play toys too
Ive slithered all over iced and snowy runways and taxyways all over Europe using a tiller wheel I but I dont wanna talk about that cos it wernt any fun
Most fun I had was operating a Pitts from ice/snow packed runways with 8 ft high snow drifts at the edge of the sealed bit. Least fun bit was the minus 20 deg or so and no heater.
Silly Old Git
Aaaaaarrrrrr but did she 'ave an open cockpit loike a reeeel mans plane?
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Buz, a doco about you http://minuscule.tv At least you drive a real mans engine. Is that Tins flying tail end charlie or manning the web?
Tinnie
Have over 300 hrs on a C152 'Texas Taildragger' conversion, most instructing.
It was not a 'Bolen' type conversion, where the legs are extended by a vertical section. This is really needed, because with even a Maule tailwheel fitted, the deck angle is too 'flat', thus causing the aircraft to be impossible to stall and 3 point on. It always hit t/w first - thus resulting in the mains coming down harder than usual. Wheeling it tail low was reasonably effective, but you could never roll it on a la C170 or 180 style because of the short legs.
What makes them very 'squirrelly' is if the main gear isn't rigged properly, allowing some toe-out of the tyres. So, it heads off in the direction of whichever tyre touches 1st, or has more grip. We later discovered that this particular 152 TD was of this problem - obvious as the tyres scuffed on the insides first.
Not the sort of unit you'd recommend for a first up t/w conversion, but manageable with experience.
happy days,
Have over 300 hrs on a C152 'Texas Taildragger' conversion, most instructing.
It was not a 'Bolen' type conversion, where the legs are extended by a vertical section. This is really needed, because with even a Maule tailwheel fitted, the deck angle is too 'flat', thus causing the aircraft to be impossible to stall and 3 point on. It always hit t/w first - thus resulting in the mains coming down harder than usual. Wheeling it tail low was reasonably effective, but you could never roll it on a la C170 or 180 style because of the short legs.
What makes them very 'squirrelly' is if the main gear isn't rigged properly, allowing some toe-out of the tyres. So, it heads off in the direction of whichever tyre touches 1st, or has more grip. We later discovered that this particular 152 TD was of this problem - obvious as the tyres scuffed on the insides first.
Not the sort of unit you'd recommend for a first up t/w conversion, but manageable with experience.
happy days,
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Yep correct. Wider, softer undercarriage than on the Pitts S2, and more forgiving (slightly less powerful engine), but inverted fuel and oil, comfortable in intermediate aerobatic category, but not hte handful close to, and in fact on the ground as the Pitts. You would not believe how cheap this Acro is going for at the moment, 12 months from now and it would be mine.
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Brian A
That article should be compulsory reading for all pilots. It is very true.
Too many of todays pilots have never flown a taildragger, and have never spun an aeroplane. So they do not know how to properly handle an aeroplane, or recover from, or prevent a spin.
And we run around mouthing phrases like "world's best practice".
That article should be compulsory reading for all pilots. It is very true.
Too many of todays pilots have never flown a taildragger, and have never spun an aeroplane. So they do not know how to properly handle an aeroplane, or recover from, or prevent a spin.
And we run around mouthing phrases like "world's best practice".
For me, spinning is a part of the daily routine, have explored dual advanced spinning (flat, pos and neg), and eventually, it will be also be a part of the norm.
Just recently, I have convinced a few fresh CPL's to do akro ratings, spin training should be compulsory.