Taxiing on the ground - the wing is sitting at a high angle of attack and so is more susceptible to gusts than a nose gear aircraft. You should "fly" the stick when taxiing to avoid the wind lifting that wing.

Stick back and aileron into into wind when the wind is from the front.
Wind "blows the stick away from you" when it's from the back - i.e. Wind from the back, right quarter - stick forward and left.

As you turn left and right taxiing about, you thus also move the stick about for each new wind direction, hence "flying the stick" while taxiing, as well as thinking about your feet!

I only did mine a couple of years ago.... love it, you’ll throughly enjoy it!

The lasting ‘top tips’ from my instructor were ‘Fly it to the hanger’ & ‘don’t forget the basics’ (aileron into wind, look out the window & pick an aiming point at end of runway/strip to nail & keep straight etc)

Enjoy, opens up a whole new world!

That nosewheel conversion! Full of new hazards, wheelbarrowing, nosewheel landings, none of which could ever happen to you with a conventional undercarriage!

Thanks for posting the question and thanks to person posting FAA link. I am in similar situation so good to read practical advices.

There is a local page with some regulations info about tailwheel endorsement.

Google Ozaeros tailwheel

There's always one....cut a little slack

What topic are you most interested in ?
Which type will you fly ?

I bought an entire book on the subject.
The one thing you have to remember from this book is :
An taildragger on the ground is mechanically unstable (on the yaw axis). You have to control this unstability in two ways :
- Try to minimize it (apply force on the tail)
- Most importantly, always be in control of the aircraft, have a faster than light look and correct any deviation before they have any time to develop. This may require large control inputs, but which always have to be very precisely done.
You really cannot give the deviation any time.
When first given this advice, I wondered why this would not favor a bounce.
I concluded that the energy level of the aircraft was degraded by the first touchdown, and that the pulling back would also increase drag because the angle of attack would increase above the best lift to drag ratio angle of attack.

Thanks all for the great information, means a lot to me all the help thats been given! ill let you all know how it goes!

In times gone by, I conducted a fair bit of training on TW types. One sequence that I found good especially for those that were having trouble with rudder control and cross winds was to have them "fly" the aircraft along the runway and put one wheel on the ground for a bit, then lift it up and put the other wheel down, then climb away and do it again a few more times. As the instructor you had to be right with it, but for the student it was an excellent sequence for learning control and rudder use. Enjoy!

Someone mentioned about starting your take of roll with the stick a lot fwd, do NOT do this! Full back upon application of power then once rolling ease fwd to raise the tail to approx level flight. Applying lots of power whilst holding fwd stick is asking for trouble!

Have fun and let us know how it goes! You got some good discussion going here.

Originally Posted by Kemble Pitts
"pull the stick into your belly as soon as you touch down (in a three-point landing)"
Kemble said after touchdown, so with wheels on the ground and the angle of attack won't change.

I have precisely 1 hour in a 170 so here's the sum total of my taildragger experience.

After about 2 takeoffs I was able to perform the takeoff totally unassisted, yes it feels odd to push the stick forward to lift the tail but that's really the only thing that felt new to me, the rest seemed quite natural to this fairly low hour nosewheel pilot.
Landings, well after an hour of circuits I was able to three point it on the runway but then my instructor had to take over each time. Why? My lazy feet. The 170 especially likes to ground loop (even my instructor admitted it would get away even from him from time to time). I think the tap dancing analogy is apt. Be prepared to use your feet, and its the opposite to your takeoff, as you slow down you need to put in more rudder to make corrections and it was this progressive requirement that defeated me.

Good luck!

Forward vision during taxi could be limited on some TW types and in those cases there may be specific taxi procedures to allow for obstruction of view by the engine.

There could be a rudder trim consideration for take-off, due to gyroscopic turning force, when the tail is raised. An unhelpful crosswind needs consideration before rolling.

Be mightily surprised if the OP is taught TW in a type with rudder trim, that's normally reserved for higher powered hardware.

The mighty Supercub I learned on didn't have rudder trim and that's 150hp in a relatively light airframe, didn't miss it and certainly didn't need it.

Find a long, wide and deserted stretch of road. Try driving your car at speed in reverse gear, this will give you a taste of tailwheel flying. Learn about the term "ground loop", some types are more forgiving than others. Do it in a Piper Cub and you will be embarrassed, do it in a Cessna 185 and you will likely damage the aircraft.

You might find this useful:

https://www.academia.edu/39028030/Th...ldragger_Pilot

The best tip I can give you is that with the CofG aft of the mainwheels the rear end is constantly trying to overtake the front end. Therefore the take-off starts as soon as you release the brakes to taxi, and the landing isn't over until they are set again. Don't overthink things just look out of the window, be ready for a swing, and react to what you see!

Neither did the Citabria in which I I did my TW endorsement. And that thing was twitchy!!

The Pawnee doesn't have rudder trim either, but I sometimes wish it did!!:ugh::=

PtP; 1400+hrs Glider towing in Pawnees.

IMHO: During takeoff and landing, keep your eyes focused on the far end of the runway and learn the visual height cues provided by your peripheral vision. Looking at the far end of the runway will give you the best indication of any drift or misalignment. In time, you react to that picture without thinking.Try to become familiar with where all your actions are required without looking down. Do not look down, the view will not be the same when you look back up. With longer fuselage aircraft like the 185, you cannot let them get out of line, as they are pretty much unrecoverable once they get past a certain point and that point is very early.
make sure your seating position allows you to input full rudder without accidentally applying brakes. This can be an issue in 180/185’s if you insist on winding your seat up so you can see over the dash.
in aircraft with toe brakes, don’t put your whole foot up on the pedals, only the balls. You should able to operate brakes more progressively with your toes. Suitable soft shoes until you get comfortable with the whole process.

cheers,
185skywagon.

I was told : in case of small bounce, pull the stick.
(In case of large bounce, go around, obviously)

I'm the someone, and I can only plead that it was all quite some time ago. Absolutely right, if you open up to take-off power with the stick well forward you risk putting the prop into the ground. I can't imagine why I wrote that.....Thank the Lord that another someone put it right.

I do remember a trick with the Austers, when pointing more or less directly into a decent breeze for take-off. We would keep the brakes on, open up full power (yes, stick held back) then carefully raise the tail before releasing the brake. This would shorten the take-off run. But it was more an exhibition than useful, as in the same conditions you would get the tail up in a very short distance anyway.

I can't resist showing this pic of the Auster I did my first solo in, heading for what looks like a nice 3-pointer (so long as the elevator is well up at the moment of touchdown) but not with me in it. I wonder if it is still flying?

https://cimg0.ibsrv.net/gimg/pprune....5d7e7eac8f.jpg