X/winds and tail wheel airplanes.
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X/winds and tail wheel airplanes.
Seems like this crew just love to dissect the how to land subject so lets explore that art for a while.
When landing a tail wheel airplane on a paved runway in a strong X/wind do you three point it or wheel it on?
And why do you use your preferred method?
P.S. :
I prefer the wheel landing for almost every tail wheel airplane I ever flew.
When landing a tail wheel airplane on a paved runway in a strong X/wind do you three point it or wheel it on?
And why do you use your preferred method?
P.S. :
I prefer the wheel landing for almost every tail wheel airplane I ever flew.
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Cub, Beaver or Skywagon, I like a wheel landing for those conditions.
In my 185, that I've had since 2000, I also use 20 flaps, brakes to aid directional control as necessary and raise the flaps at touchdown so the rudder doesn't blank when the tail drops. The Micro Aero VG's on the vertical also noticeably contribute to directional control. A tail low wheel landing also contributes to enhanced visibility for directional control on a narrow strip.
This should be interesting. Arai installed in the event of
.
In my 185, that I've had since 2000, I also use 20 flaps, brakes to aid directional control as necessary and raise the flaps at touchdown so the rudder doesn't blank when the tail drops. The Micro Aero VG's on the vertical also noticeably contribute to directional control. A tail low wheel landing also contributes to enhanced visibility for directional control on a narrow strip.
This should be interesting. Arai installed in the event of
.
I 3 point the little airplanes, J3, Champ etc, and wheel land the bigger singles like a Cessna 180/185 in a cross wind, although I usually 3 point those airplanes in calm conditions.
I always wheel land the bigger iron like a Beech 18.
Again I don't think this should be a "right" way "wrong" way discussion. There are advantages and disadvantages to both that need to be understood, but the important thing is to have and practice
the skills to do both well.
I always wheel land the bigger iron like a Beech 18.
Again I don't think this should be a "right" way "wrong" way discussion. There are advantages and disadvantages to both that need to be understood, but the important thing is to have and practice
the skills to do both well.
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Again I don't think this should be a "right" way "wrong" way discussion. There are advantages and disadvantages to both that need to be understood, but the important thing is to have and practice
the skills to do both well.
Chipmunk, Citabria, Scout, Super Cub - always full-flap three-point.
Stearman - three-point, but I haven't yet been faced with any serious cross-winds.
Stearman - three-point, but I haven't yet been faced with any serious cross-winds.
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It is imperative for any pilot flying a tail wheel airplane to be equally proficient and equally comfortable with both wheel landings and three point landings.
There a few airplanes that can be quite difficult to land using either method.
The Pitts Special can be difficult to wheel land due to lack of forward vision, therefore lends its self to be easier to three point.
As to difficulty to three point the best example I can think of is the Grumman Turbo Goose because not only is it short coupled there is also the problem of the turbine engines and the power response time lapse issue.
However most common certified airplanes can be landed using what ever method best serves the conditions and the type.
From my own experience in the training business I found that there were more light airplane pilots that were uncomfortable doing wheel landings than doing three point landings.
And that is generally due to poor flight instruction.
There a few airplanes that can be quite difficult to land using either method.
The Pitts Special can be difficult to wheel land due to lack of forward vision, therefore lends its self to be easier to three point.
As to difficulty to three point the best example I can think of is the Grumman Turbo Goose because not only is it short coupled there is also the problem of the turbine engines and the power response time lapse issue.
However most common certified airplanes can be landed using what ever method best serves the conditions and the type.
From my own experience in the training business I found that there were more light airplane pilots that were uncomfortable doing wheel landings than doing three point landings.
And that is generally due to poor flight instruction.
In a Jodel DR1050, with a gusting crosswind, I try to stay on centreline with wing down technique; hold off until one mainwheel touches down; wait for other wheels to settle.
(I never kick straight with the Jodel - but often prefer to do so with a Pa28)
(I never kick straight with the Jodel - but often prefer to do so with a Pa28)
Unfortunately finding good tailwheel instruction is getting harder and harder as so few of the, generally younger, folks doing instruction have ever flown a tailwheel aircraft, let alone have enough experience to be competent to instruct on them.
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Well the reality is there are still thousands of tail wheel airplanes still flying, which means they are not exactly rare.
Is it to unreasonable to fix the " Hard to find new instructors that can fly a tail wheel airplane " problem by the simple requirement that part of the new flight instructor requirements be they must demonstrate they can fly a tail wheel airplane?
Is it to unreasonable to fix the " Hard to find new instructors that can fly a tail wheel airplane " problem by the simple requirement that part of the new flight instructor requirements be they must demonstrate they can fly a tail wheel airplane?
Flight schools follow the market demand and unfortunately tailwheel flying is not in demand.
Sad to say but tailwheel time is becoming like round engine time, a great experience but now very much the exception not the rule.......
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Runway length permitting, I leave the flaps up and wheel it on. The extra speed reduces the crosswind component and leaves more Bernoullis flowing over the wings and control surfaces for more control authority.
Having said that, I do the same for aircraft with their tailwheels at the wrong end of the fuselage but choose to use a lower flap setting, rather than no flaps, doing the day job.
Having said that, I do the same for aircraft with their tailwheels at the wrong end of the fuselage but choose to use a lower flap setting, rather than no flaps, doing the day job.
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in really strong crosswinds wheeling and 3 pointing are both deficient.
(windsock rigidly horizontal at 90 degrees to the strip is what I have in mind.)
into wind wing down, out of wind wheel high in the air and 2 point it on using the tailwheel and the into wind main.
that way the lift from the wing is pointing into wind and opposing drift.
(my tailwheel has a solid link controlling it. no springs or sloppy stuff.)
after touchdown the stick is moved to the aft stop and fully into wind.
(windsock rigidly horizontal at 90 degrees to the strip is what I have in mind.)
into wind wing down, out of wind wheel high in the air and 2 point it on using the tailwheel and the into wind main.
that way the lift from the wing is pointing into wind and opposing drift.
(my tailwheel has a solid link controlling it. no springs or sloppy stuff.)
after touchdown the stick is moved to the aft stop and fully into wind.
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Sad to say but tailwheel time is becoming like round engine time, a great experience but now very much the exception not the rule.......
Someday, most pilots won't know how to fly steam gauge aircraft. Pity, again...
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Similar to a lot of folks, at least in the U.S., not knowing how to drive a car with a manual transmission. What was once the norm is largely now the unknown and often feared. Pity...
And it is not like the tail wheel airplane is some new invention that only the very skilled can master.
The regulator who sets the standard and issues instructor ratings should at least define the limits of an instructors rating, if the new instructor has never flown a tail wheel airplane then the license should be issued as valid for nose wheel airplanes only.
Then at least tail wheel airplane owners would be able to judge the skills level of a instructor when they are thinking of hiring their services.
Last edited by Chuck Ellsworth; 3rd Feb 2014 at 16:35.