(Other than) toe brake types?
A particular Tiger Moth I used to instruct on, and fly for pleasure, had the original U.K. 'spoon' type skid, until it proved to be absolutely useless on the hard sand of the W A wheatbelt, as it simply skidded over it.....
Then - the local LAME 'got onto it' and braised a 'T' piece to the bottom of the skid, fabricated from a 'bastard metal file' and - 'Lo & Behold' ....the effect was bleedin' marvellous.
As soon as the tail went down, the 'old girl' was able to be stopped 'on a dime'....
Was a real pleasure to fly, and to stop....as required.....
You may / may not find 'that' mod in the Flight Manual..... But, it DID work a 'treat'...
Cheers
Then - the local LAME 'got onto it' and braised a 'T' piece to the bottom of the skid, fabricated from a 'bastard metal file' and - 'Lo & Behold' ....the effect was bleedin' marvellous.
As soon as the tail went down, the 'old girl' was able to be stopped 'on a dime'....
Was a real pleasure to fly, and to stop....as required.....
You may / may not find 'that' mod in the Flight Manual..... But, it DID work a 'treat'...
Cheers
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As always, the anecdotes you share are far superior to the statistics derived. Thanks to djpil and tipsy for picking up the omission, original summary edited.
Thanks again PP,
AF
Thanks again PP,
AF
I think the control for the lever flaps found in Cherokees, Tomahawks, tailwheel Cessnas and myriad other aeroplanes is called a Johnson bar too isn't it?
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I first heard the term in the Mooney gear context. One of my less distinguished moments involved somehow chopping an instructor's headset cable in the lever locking arrangement.
Turns out 'Johnson Bar' is fairly generic. See:
Johnson bar (vehicle) - Wikipedia, the free encyclopedia)
Turns out 'Johnson Bar' is fairly generic. See:
Johnson bar (vehicle) - Wikipedia, the free encyclopedia)
Man Bilong Balus long PNG
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One of my less distinguished moments involved somehow chopping an instructor's headset cable in the lever locking arrangement.
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Chippy, hand operated lever against rudder bias
De Havilland Drover same,
Tiger, none
Jodel heel hydraulic and others cable drums
Cub heel some type
Auster heel
Stinson Sliding foot plates with multiplate hydraulic
Nanchang pneumatic stick lever with rudder bias
Scare tourer t handle hydraulic multiplate
Pitts scary
Cirrus, swivelling nose wheel, toe brakes for braking and steering
More different marks of Auster - more heel brakes
Volmer 22 heel brakes on land, no brakes on water.
Cherokee 140, 180 and 235 Johnson bar also Piechaser and Comanche 180/250 IFAICR
Luscombe 8 heels brakes
Aeronca Champ heel brakes
Fly Baby heel brakes cobble operated drums
Corby starlet heel brakes cable operated drums
Robbo 22. No brakes
Many others toe brakes....too easy
HD
De Havilland Drover same,
Tiger, none
Jodel heel hydraulic and others cable drums
Cub heel some type
Auster heel
Stinson Sliding foot plates with multiplate hydraulic
Nanchang pneumatic stick lever with rudder bias
Scare tourer t handle hydraulic multiplate
Pitts scary
Cirrus, swivelling nose wheel, toe brakes for braking and steering
More different marks of Auster - more heel brakes
Volmer 22 heel brakes on land, no brakes on water.
Cherokee 140, 180 and 235 Johnson bar also Piechaser and Comanche 180/250 IFAICR
Luscombe 8 heels brakes
Aeronca Champ heel brakes
Fly Baby heel brakes cobble operated drums
Corby starlet heel brakes cable operated drums
Robbo 22. No brakes
Many others toe brakes....too easy
HD
If I recall correctly, the Lockheed Hudson had a handbrake and differential braking (if that is the correct word) was available by pushing one rudder pedal called a rudder bar, while simultaneously pulling out the hand brake.
In a rejected take off, the amount of braking was very much dependent on how strong the pilot's right arm was. The position and angle of the hand brake lever made it difficult to pull right back due to the awkward angle of one's elbow. At Camden in 1949 a Hudson of the Sydney Morning Herald Flying Services aborted a take off in thick fog. I was the dispatcher and heard the sound of the engines being throttled back and then a quite terrifying sound of squealing tyres.
The pilot taxied back and did another take off in the fog and this time got airborne. Thirty minutes after the Hudson departed at 0400, I drove a jeep down the runway still with 100 metres of fog, to collect the flare pots and noticed the tyre skid marks curving off the runway. That Hudson came awful close to a ground-loop and was lucky to get away with it.
A few nights later at close to midnight on Ist January 1950, the same Hudson VH-SMK, and with the same pilot, the aircraft became airborne and around 500 feet stalled and crashed killing its two pilots. Investigators were unable to determine why the aircraft was allowed to stall. One possibility was a problem with the artificial horizon which may have been caged.
In a rejected take off, the amount of braking was very much dependent on how strong the pilot's right arm was. The position and angle of the hand brake lever made it difficult to pull right back due to the awkward angle of one's elbow. At Camden in 1949 a Hudson of the Sydney Morning Herald Flying Services aborted a take off in thick fog. I was the dispatcher and heard the sound of the engines being throttled back and then a quite terrifying sound of squealing tyres.
The pilot taxied back and did another take off in the fog and this time got airborne. Thirty minutes after the Hudson departed at 0400, I drove a jeep down the runway still with 100 metres of fog, to collect the flare pots and noticed the tyre skid marks curving off the runway. That Hudson came awful close to a ground-loop and was lucky to get away with it.
A few nights later at close to midnight on Ist January 1950, the same Hudson VH-SMK, and with the same pilot, the aircraft became airborne and around 500 feet stalled and crashed killing its two pilots. Investigators were unable to determine why the aircraft was allowed to stall. One possibility was a problem with the artificial horizon which may have been caged.
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I recall seeing the RAAF Museum Hudson attempt a landing at PCK ( exact year not supplied) on RWY 22 whilst sitting outside the flying club one arvo,and, ka-boing ka-boing down the runway till mains firmly on the ground less than 200 m from end of runway, then swerve swerve screech and over the access road into the golf course, huuuuge ground loop then sedately taxi back out of dust cloud, across access road and back to museum apron.
Hahahahahahaha
Are army pilots really better at tail wheel ops?????? Not exactly sure if the brakes were the issue, but enormously entertaining for the troops.
HD
Hahahahahahaha
Are army pilots really better at tail wheel ops?????? Not exactly sure if the brakes were the issue, but enormously entertaining for the troops.
HD
