Three Top Tips for Tailwheels!
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Maoraigh 1, That's the way I was taught to land a 152 "close the throttle at threshold & fly the length of the runway at 2ft". However speed does matter when you only have 290metres & the a/c "handbook" says the test pilot needed 250metres.
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The way I was taught was DO NOT LAND A TAILDRAGGER.
Round out as normal, check throttle is fully closed, and DO NOT LAND.
Round out as normal, check throttle is fully closed, and DO NOT LAND.
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Works for three pointers, but I believe a good taildragger pilot should at least have wheelers in his/her bag and this technique will not work with wheelers.
The way I was taught was DO NOT LAND A TAILDRAGGER.
Round out as normal, check throttle is fully closed, and DO NOT LAND.
Round out as normal, check throttle is fully closed, and DO NOT LAND.
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am lucky enough to have a share in a Cap 10. Chenged from the usual 172/182. I actually much prefer it and land better in it. The stick is much more natural for cross wind approaches and you can just hold a wing down with a bit of top rudder and just drive it all the way in.
On landing I find the keys are;
Speed - Bang on not plus or minus (you can be fast but then you will need to hold off in the float and not rush it. If you get slow though it drops on and you bounce)
Hold off - Nice and gentle and keep trying not to land for a 3 pointer. The stick will just keep coming back and all three kiss at once. For wheelers i also find the tip of "half a three pointer" and a touch (and i do mean a touch) of forward stick to pin it
Keep straight - Look out front (it helps i'm tall and the nose on a cap is short) and accept NO deviation from the centre line. If you refuse to let it start then it wont get away from you and after time the corrections get smaller but the frequesncy greater. Early on, don't be afraid to open it up and get back in the air... much better than a ground loop.
Stay alert - your counrty needs lerts - If it aint chocked it can bite. A big catch out is A/C's manouvering with power to pass you (runway backtracking) or take off when you are in an undershoot hold, which can easily lift the tai. Sometimes to need to radio them to wait for you to spin round behind them "into their wind" as it were...
Its really no harder, just different.
On landing I find the keys are;
Speed - Bang on not plus or minus (you can be fast but then you will need to hold off in the float and not rush it. If you get slow though it drops on and you bounce)
Hold off - Nice and gentle and keep trying not to land for a 3 pointer. The stick will just keep coming back and all three kiss at once. For wheelers i also find the tip of "half a three pointer" and a touch (and i do mean a touch) of forward stick to pin it
Keep straight - Look out front (it helps i'm tall and the nose on a cap is short) and accept NO deviation from the centre line. If you refuse to let it start then it wont get away from you and after time the corrections get smaller but the frequesncy greater. Early on, don't be afraid to open it up and get back in the air... much better than a ground loop.
Stay alert - your counrty needs lerts - If it aint chocked it can bite. A big catch out is A/C's manouvering with power to pass you (runway backtracking) or take off when you are in an undershoot hold, which can easily lift the tai. Sometimes to need to radio them to wait for you to spin round behind them "into their wind" as it were...
Its really no harder, just different.
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To the original poster.
I might be wrong on this but reading between the lines it doesn't look like you have done any tailwheel differences training. You need to do this whether or not you are flying a single seater.
From LASORS
Whilst there is some good advice on operating tailwheel aircraft on this thread, it's still not really the place to learn to fly a tailwheel.
You say you're a member of the LAA, which is great place to get yourself immersed in the whole tailwheel thing. The LAA have a great coaching scheme with lots of experienced tailwheel instuctors based all over the UK. The scheme also doesn't cost the earth to get trained and is well worth the investment as you will probably find that the coach will have a wealth of expereince of operating similar types to similar airfields.
My tailwheel gems.
1. A good tailwheel pilot should be able to use all the landing techniques available in his toolbox to land tailwheel aircraft. The clever bit is knowing which technique to apply to the aircraft type you're flying, the runway surface, runway length, wind conditions and approach path. You need to be able to take all these things into consideration and be flexible and skillful enough to apply the most appropriate technique whilst taking into account all these factors. This comes with knowledge and experience.
2. The key to any good tailwheel landing is the approach, regardless of the type of landing you will do. If you haven't got the approach right you might as well throw away the landing. Coming in with a little extra speed is fine when you are initially learning the techniques and have plenty of runway available but is quite frankly 'gash' once you have been signed off for tailwheel differences training. Not on parameters? GO AROUND!
3. Never switch off at the end of the flight. Most tailwheel aircraft have lovely handling airborne and are pretty easy to fly. The hardest part of the sortie is the last bit. The landing and taxy back to the hangar. This is where a lot of people come to grief because they think the sortie is over, switch off and then prang the aeroplane. A lot of pilots don't use the flying controls properly when taxiing in windy conditions.
4. Get proper training. I have seen a few times people who have not been properly schooled in tailwheel techniques come to grief and it is a nightmare to unpick all the wrong/poor techniques they have learned.
5. Once trained fly as often as you can afford to. Always try to do a handful of circuits before you land for the final time to keep your skills sharp.
Hope this is of use.
I might be wrong on this but reading between the lines it doesn't look like you have done any tailwheel differences training. You need to do this whether or not you are flying a single seater.
From LASORS
In order to change to a different type or variant of
aeroplane, within the same class rating, or another variant
within the same type rating, Differences or Familiarisation
Training is required. Differences Training must be carried
out by an appropriately qualified Type or Class Rating
Instructor or Flight Instructor.aeroplane, within the same class rating, or another variant
within the same type rating, Differences or Familiarisation
Training is required. Differences Training must be carried
out by an appropriately qualified Type or Class Rating
Differences training requires both theoretical knowledge
instruction and training on an aeroplane or appropriate
training device. Familiarisation training merely requires
the acquisition of additional knowledge relevant to the new
type or variant. This may be achieved with the assistance
of an instructor, another pilot experienced on type, or by
self-study. Familiarisation training is only sufficient where
differences training is not required.
It should be noted that when changing to different types,
or variants of types, that fall within the single-pilot singleengine
piston (SEP) class rating, the Differences training
is specifically required to encompass particular ‘complex’
features with which the new type or variant is equipped.
These features are:
• Variable Pitch (VP) Propellers
• Retractable Undercarriage
• Turbo/Super-charged Engines
• Cabin Pressurisationinstruction and training on an aeroplane or appropriate
training device. Familiarisation training merely requires
the acquisition of additional knowledge relevant to the new
type or variant. This may be achieved with the assistance
of an instructor, another pilot experienced on type, or by
self-study. Familiarisation training is only sufficient where
differences training is not required.
It should be noted that when changing to different types,
or variants of types, that fall within the single-pilot singleengine
piston (SEP) class rating, the Differences training
is specifically required to encompass particular ‘complex’
features with which the new type or variant is equipped.
These features are:
• Variable Pitch (VP) Propellers
• Retractable Undercarriage
• Turbo/Super-charged Engines
• Tail-Wheel
• Electronic Flight Information Systems (EFIS)
• Single Lever Power Control (SLPC)• Electronic Flight Information Systems (EFIS)
Whilst there is some good advice on operating tailwheel aircraft on this thread, it's still not really the place to learn to fly a tailwheel.
You say you're a member of the LAA, which is great place to get yourself immersed in the whole tailwheel thing. The LAA have a great coaching scheme with lots of experienced tailwheel instuctors based all over the UK. The scheme also doesn't cost the earth to get trained and is well worth the investment as you will probably find that the coach will have a wealth of expereince of operating similar types to similar airfields.
My tailwheel gems.
1. A good tailwheel pilot should be able to use all the landing techniques available in his toolbox to land tailwheel aircraft. The clever bit is knowing which technique to apply to the aircraft type you're flying, the runway surface, runway length, wind conditions and approach path. You need to be able to take all these things into consideration and be flexible and skillful enough to apply the most appropriate technique whilst taking into account all these factors. This comes with knowledge and experience.
2. The key to any good tailwheel landing is the approach, regardless of the type of landing you will do. If you haven't got the approach right you might as well throw away the landing. Coming in with a little extra speed is fine when you are initially learning the techniques and have plenty of runway available but is quite frankly 'gash' once you have been signed off for tailwheel differences training. Not on parameters? GO AROUND!
3. Never switch off at the end of the flight. Most tailwheel aircraft have lovely handling airborne and are pretty easy to fly. The hardest part of the sortie is the last bit. The landing and taxy back to the hangar. This is where a lot of people come to grief because they think the sortie is over, switch off and then prang the aeroplane. A lot of pilots don't use the flying controls properly when taxiing in windy conditions.
4. Get proper training. I have seen a few times people who have not been properly schooled in tailwheel techniques come to grief and it is a nightmare to unpick all the wrong/poor techniques they have learned.
5. Once trained fly as often as you can afford to. Always try to do a handful of circuits before you land for the final time to keep your skills sharp.
Hope this is of use.
Thread Starter
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Actually...
RNHF, you are wrong on this!
Before I even seriously considered buying a tailwheel aircraft, I completed a tailwheel conversion course at Clacton Airfield, where I learnt the principles of three-pointers. Before taking-off for my first flight I had a few different briefs from friends and instructors (some of which was conflicting!)
If I had known more about the LAA Coaching Scheme back then, I probably would have at least spoken to a coach over the telephone; but that's by the bye, now.
Armed with knowledge and some skill, the only way I'm going to improve my landings is to keep flying and hone my skills to keep them sharp; but the biggest difference now is that when pilot's tell me advice, I 'listen' to it more than just 'hear' it!
Before I even seriously considered buying a tailwheel aircraft, I completed a tailwheel conversion course at Clacton Airfield, where I learnt the principles of three-pointers. Before taking-off for my first flight I had a few different briefs from friends and instructors (some of which was conflicting!)
If I had known more about the LAA Coaching Scheme back then, I probably would have at least spoken to a coach over the telephone; but that's by the bye, now.
Armed with knowledge and some skill, the only way I'm going to improve my landings is to keep flying and hone my skills to keep them sharp; but the biggest difference now is that when pilot's tell me advice, I 'listen' to it more than just 'hear' it!
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The Heff,
Glad to hear I was wrong and that you have done some differences training. Although I would suggest that an hour spent with an LAA coach would still be a worthwhile investment even at this stage. Especially as seeing it in action is always a lot better than reading or listening about it.
Best of luck!
Glad to hear I was wrong and that you have done some differences training. Although I would suggest that an hour spent with an LAA coach would still be a worthwhile investment even at this stage. Especially as seeing it in action is always a lot better than reading or listening about it.
Best of luck!
