Which taildragger? Chipmunk of course!
Helicopter Pilots Get It Up Quicker
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FFF Thanks! Iwas fully aware of lack of internet access.... I do actually talk to my girlfriend on the odd occassion...
Wonders of Modern Technology
Wonders of Modern Technology
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High Flying Bird
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We had made a loose plan to fly again this evening, but the weather has been marginal all day. With an impending 'first' solo I'd rather not get caught out with low cloud and rain showers. So have decided to postpone until tomorrow.
And now I'm getting worried.
I'm happy enough with the take off, climb out, downwind bits, and the landing (ish), but the final approach has me a bit confused. Could someone who flies these things regularly please post, or PM me, with an outline of the way they do it?
This is worse than my real first solo, as now I'm more aware of the multitude of horrible things that can go wrong if I mess up. Obviously I know that my instructor won't let me loose on my own if he's not 110% confident in me, but I would rather be confident in me too. And the Chipmunk's not quite as forgiving as the C152 or PA28...
Help?
And now I'm getting worried.
I'm happy enough with the take off, climb out, downwind bits, and the landing (ish), but the final approach has me a bit confused. Could someone who flies these things regularly please post, or PM me, with an outline of the way they do it?
This is worse than my real first solo, as now I'm more aware of the multitude of horrible things that can go wrong if I mess up. Obviously I know that my instructor won't let me loose on my own if he's not 110% confident in me, but I would rather be confident in me too. And the Chipmunk's not quite as forgiving as the C152 or PA28...
Help?
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AerBabe
Haven't flown a Chipmunk since I was in the Air Cadets (the hours I wasted dressing up in a uniform just so I could get the occasional flight...!!!), so I can't offer any practical advice.
But on the psychological side, everyone who's converted to taildraggers has been through the same "worried" phase! I couldn't believe it when I was sent solo - didn't the instructor realise that I was just having a lucky day, and that really I didn't have any clue how to land? He had much more confidence in me than I did!
It turned out that he was right! Soloing a taildragger was almost as good as my first solo, and I'm sure it will be for you too. If he says you can do it, believe him and do it before he changes his mind!
Haven't flown a Chipmunk since I was in the Air Cadets (the hours I wasted dressing up in a uniform just so I could get the occasional flight...!!!), so I can't offer any practical advice.
But on the psychological side, everyone who's converted to taildraggers has been through the same "worried" phase! I couldn't believe it when I was sent solo - didn't the instructor realise that I was just having a lucky day, and that really I didn't have any clue how to land? He had much more confidence in me than I did!
It turned out that he was right! Soloing a taildragger was almost as good as my first solo, and I'm sure it will be for you too. If he says you can do it, believe him and do it before he changes his mind!
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Oh, and the Chippie is based at a gliding field where the runway's unmarked. My first solo was at Coventry, with miles of tarmac, and lots of emergency services... 
And it's a tug circuit - quick and low - rather than a safe, 1000', wide, lots of time one...
And it's a tug circuit - quick and low - rather than a safe, 1000', wide, lots of time one...
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The weather couldn't have been better on Saturday. Actually it could. It could have been less hot.
John was working to his usual timetable, and was airborne with a student on an IMC lesson from Coventry when he should have been meeting me at HusBos for tailwheel! Still, it gave me time to do some spotting at Air Atlantique's open day. A reminder of why I want to fly aeroplanes with the wheel at the right end.
When we met up at HusBos the first thing was to decide where to go. There was a big gliding competition on, so doing circuits there wasn't really an option. John phoned Bruntingthorpe, but they had some kind of open day and said they'd rather we didn't go there either. So John suggested we fly a farmstrip route instead. He's been flying round this area for years and knows everyone, so circled about 7 fields on my chart and said we'd worry about the rest once in the air.
He suggested I take off from the peri track this time. This involved taxiing up the track to where the gliders were queuing to launch, spinning round, and trying to get airborn before hitting the trailers. Oh, and watching out for cars/people/dogs etc etc coming the other way on the track. The take off wasn't too bad though - I managed to keep on the tarmac, and not hit anything.
Once we were up I discovered a small problem. Navigation. The compass is one of those big ones in the floor. The type that requires you undo the harness, fold in half, have a torch in your mouth to read the dial ... and whenever you change heading you have to adjust it again. And the compass on the canopy definitely needed swinging. Not only that, but there's not much room for a map. Still, John knew where he was going, and he made it clear it wasn't a navigation exercise. I kept half an eye on the map, and let him give me directions.
How do you spot a grass strip? You look for a long straight mowed area... right? Wrong. As I was about to find out.
Our first stop was Stoke Golding, which has recently been bought by two members of our flying group. Unfortunately the grass over the whole field is about the same length, the hangar is in the trees, and the lack of wind meant the windsock was nearly impossible to spot. John decided to make it easy for me to see by beating up the airfield and turning the aircraft on its side to improve our field of view.
Stoke Golding has an interesting approach. There are low voltage power lines first, then a hedge and ditch. John told me to aim for the hedge, then flare over it to give us plenty of room to stop. I almost managed it, but chickened out a bit and landed a bit far up. I kept it straight, but the hedge at the far end was getting quite large. John slowed us quickly with alternating rudder and lots of brake, then spun us round to show me short distance left.
He said that landing wasn't a problem, but taking off was, as you needed to leave yourself plenty of room to stop, should anything go wrong. We taxiied back to the far end, taking care not to drop the tailwheel in the ditch, then took off. As we got airborne I was glad we hadn't had to stop...
Next we flew over to Baxterly. Another unusual strip as it has a bend in it. Again John wasn't sure I was looking at the right place, but I think it was just an excuse to fly low and fast. The approach is much easier than Stoke Golding, but there are tall trees on either side of the first bit of the strip, and they are scarily close to the wingtips.
I felt surprisingly calm as we flew in. I think I knew deep down that John would say something if the foliage got too close, so just concentrated on keeping the aircraft straight. Even the bend in the runway wasn't a problem, as the chippie wants to turn right on the ground anyway, so I just let it.
We had a bit of a reception when we landed, as two of John's friends were working on their aircraft there and came over to say hello. Unfortunately, our 10 minute break turned into 35, and John's next student was waiting. We strapped back in, waited for the horse to clear the runway (I don't remember what the AirLaw book said about who has priority in that situation!) and taxiied round the corner. Again, the bend caused me no problems, but the trees just off each wingtip made me nervous.
There wasn't much time left, so we made a quick stop at Stoke Golding, this time with John refusing to say anything (one of the first indicators he's getting ready to leave me to it), and I made a great landing! I felt like I knew what I was doing, and even all the obstacles weren't a problem, having previously landed between two rows of trees.
We took off again, and climbed to 2000' for a PFL onto a strip called Claybrook, owned by another member of our flying group. Again he refused to say anything, only speaking up to remind me to warm the engine. The Chippie glides surprisingly well, which made it more difficult to judge the approach. However, it all came together fine, so maybe I'm getting the hang of this flying malarky!
As we got to about 100' and all was looking great, John asked me if I wanted to do a touch and go, or just leave it there. I said I'd rather leave it, rather than risk spoiling a great PFL with a bad landing. But then my brain seized up, and I couldn't remember what I needed to do to climb again. As we drifted down John asked me whether I'd changed my mind. I said "No, I just can't remember what to do". He said "Throttle!" which I applied just as the wheel gently touched down... I couldn't have timed it better had I tried!
We got back to HusBos as the gliders were starting to return, so flew a tug circuit to land, keeping to one side of the airfield. Once again, John kept quiet, and I made a good landing.
I think he might send me solo next time.
John was working to his usual timetable, and was airborne with a student on an IMC lesson from Coventry when he should have been meeting me at HusBos for tailwheel! Still, it gave me time to do some spotting at Air Atlantique's open day. A reminder of why I want to fly aeroplanes with the wheel at the right end.
When we met up at HusBos the first thing was to decide where to go. There was a big gliding competition on, so doing circuits there wasn't really an option. John phoned Bruntingthorpe, but they had some kind of open day and said they'd rather we didn't go there either. So John suggested we fly a farmstrip route instead. He's been flying round this area for years and knows everyone, so circled about 7 fields on my chart and said we'd worry about the rest once in the air.
He suggested I take off from the peri track this time. This involved taxiing up the track to where the gliders were queuing to launch, spinning round, and trying to get airborn before hitting the trailers. Oh, and watching out for cars/people/dogs etc etc coming the other way on the track. The take off wasn't too bad though - I managed to keep on the tarmac, and not hit anything.
Once we were up I discovered a small problem. Navigation. The compass is one of those big ones in the floor. The type that requires you undo the harness, fold in half, have a torch in your mouth to read the dial ... and whenever you change heading you have to adjust it again. And the compass on the canopy definitely needed swinging. Not only that, but there's not much room for a map. Still, John knew where he was going, and he made it clear it wasn't a navigation exercise. I kept half an eye on the map, and let him give me directions.
How do you spot a grass strip? You look for a long straight mowed area... right? Wrong. As I was about to find out.
Our first stop was Stoke Golding, which has recently been bought by two members of our flying group. Unfortunately the grass over the whole field is about the same length, the hangar is in the trees, and the lack of wind meant the windsock was nearly impossible to spot. John decided to make it easy for me to see by beating up the airfield and turning the aircraft on its side to improve our field of view.
Stoke Golding has an interesting approach. There are low voltage power lines first, then a hedge and ditch. John told me to aim for the hedge, then flare over it to give us plenty of room to stop. I almost managed it, but chickened out a bit and landed a bit far up. I kept it straight, but the hedge at the far end was getting quite large. John slowed us quickly with alternating rudder and lots of brake, then spun us round to show me short distance left.
He said that landing wasn't a problem, but taking off was, as you needed to leave yourself plenty of room to stop, should anything go wrong. We taxiied back to the far end, taking care not to drop the tailwheel in the ditch, then took off. As we got airborne I was glad we hadn't had to stop...
Next we flew over to Baxterly. Another unusual strip as it has a bend in it. Again John wasn't sure I was looking at the right place, but I think it was just an excuse to fly low and fast. The approach is much easier than Stoke Golding, but there are tall trees on either side of the first bit of the strip, and they are scarily close to the wingtips.
I felt surprisingly calm as we flew in. I think I knew deep down that John would say something if the foliage got too close, so just concentrated on keeping the aircraft straight. Even the bend in the runway wasn't a problem, as the chippie wants to turn right on the ground anyway, so I just let it.
We had a bit of a reception when we landed, as two of John's friends were working on their aircraft there and came over to say hello. Unfortunately, our 10 minute break turned into 35, and John's next student was waiting. We strapped back in, waited for the horse to clear the runway (I don't remember what the AirLaw book said about who has priority in that situation!) and taxiied round the corner. Again, the bend caused me no problems, but the trees just off each wingtip made me nervous.
There wasn't much time left, so we made a quick stop at Stoke Golding, this time with John refusing to say anything (one of the first indicators he's getting ready to leave me to it), and I made a great landing! I felt like I knew what I was doing, and even all the obstacles weren't a problem, having previously landed between two rows of trees.
We took off again, and climbed to 2000' for a PFL onto a strip called Claybrook, owned by another member of our flying group. Again he refused to say anything, only speaking up to remind me to warm the engine. The Chippie glides surprisingly well, which made it more difficult to judge the approach. However, it all came together fine, so maybe I'm getting the hang of this flying malarky!
As we got to about 100' and all was looking great, John asked me if I wanted to do a touch and go, or just leave it there. I said I'd rather leave it, rather than risk spoiling a great PFL with a bad landing. But then my brain seized up, and I couldn't remember what I needed to do to climb again. As we drifted down John asked me whether I'd changed my mind. I said "No, I just can't remember what to do". He said "Throttle!" which I applied just as the wheel gently touched down... I couldn't have timed it better had I tried!
We got back to HusBos as the gliders were starting to return, so flew a tug circuit to land, keeping to one side of the airfield. Once again, John kept quiet, and I made a good landing.
I think he might send me solo next time.
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Well done. Wait for the flight when everything that can go wrong does - at your instructor's behest. That will be the time when he thinks you;re about ready to solo.
He sounds like a good bloke. The strip training is worth its weight in gold, to get it as part of your tailwheel conversion is icing on the cake.
He sounds like a good bloke. The strip training is worth its weight in gold, to get it as part of your tailwheel conversion is icing on the cake.
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Chippie
I also did the farm strips trip with John, great fun, but hard work and tiring! The one at Baxterly got me, power cables and trees on the approach, bend in the runway and aim for the gap in the trees on the way out! What amused me more was that the field next door was long, straight, flat and (almost) tree-less!!!
Went up and did some aeros on Saturday evening, loads of fun, but then spent 3 hours on Sunday morning trying to wash the oil off. But it's now Tuesday and I'm still grinning so it must have been worth it!!
GQ
Went up and did some aeros on Saturday evening, loads of fun, but then spent 3 hours on Sunday morning trying to wash the oil off. But it's now Tuesday and I'm still grinning so it must have been worth it!!
GQ
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Aha, so he did manage to make it back to give you a lesson before dark then! 
He needs a day per person, not four people in a day.
Aerobatic Flyer - Thanks for the psychological advice! As was pointed out to me yesterday, I'm not just learning how to fly a taildragger, I'm learning how to fly again too.
Lowtimer - You're right, he is a good bloke. He's definitely someone I can learn a lot from, and hopefully I'll find a job soon that will pay for me to do so!
He needs a day per person, not four people in a day. Aerobatic Flyer - Thanks for the psychological advice! As was pointed out to me yesterday, I'm not just learning how to fly a taildragger, I'm learning how to fly again too.
Lowtimer - You're right, he is a good bloke. He's definitely someone I can learn a lot from, and hopefully I'll find a job soon that will pay for me to do so!
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So all in all, would you 'Chippyphiles' say it's a good taildragger to get your tailwheel rating on? I'm looking at the moment - and the local school has a Chippy for conversions and a lovely Stampe for the more advanced stuff. The Chippy is a bit pricey compared to some (£140 p/h dual) but I am sorely tempted... not only is it a nice plane, they seem nice people and then there's the convenience etc. etc.
(Any other suggestions for getting tailwheel conversions near EGKA please let me know!!)
Cheers
Jason
(Any other suggestions for getting tailwheel conversions near EGKA please let me know!!)
Cheers
Jason
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Yes. Do you really need to ask?!
Although I suppose it depends on what you intend to fly once you have finished the conversion. I would recommend that anyone try and spend at least a few hours flying one though, if only for the experience. They really are lovely aeroplanes... Don't get me started.
Although I suppose it depends on what you intend to fly once you have finished the conversion. I would recommend that anyone try and spend at least a few hours flying one though, if only for the experience. They really are lovely aeroplanes... Don't get me started.
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AerBabe - I'm seriously tempted by a Chippy that's for sale up here at the moment - £20k with all ADs up to date. The only trouble is that rumour control suggests that it's going to need the engine replaced / zero timed before too long. I'd dearly love to own a piece of flying history (heart speaking), but realise that I might just as well kiss goodbye to my wallet, as I won't be needing it - it will always be empty (mind speaking)! I also don't have £20k to spare without adjusting the mortgage!
Just as a joke - is there anyone out there who can put a number of zeros on the cost of rebuilding a Gipsy Major?? Alternately, (sacrilege, I know), I'm sure I've seen Chippies around with Lycoming conversions. Are there any that would fit within a Gipsy profile, or would it mean a nose job??
Just as a joke - is there anyone out there who can put a number of zeros on the cost of rebuilding a Gipsy Major?? Alternately, (sacrilege, I know), I'm sure I've seen Chippies around with Lycoming conversions. Are there any that would fit within a Gipsy profile, or would it mean a nose job??
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JP,
The Chipmunk is an excellent aeroplane to lead tailwheel with, and £140 an hour does is not a bad price at all. It is an expensive aeroplane to run, especially on a transport category C of A, in which case you do not get a lot of engine life (I think it's only 1000 hrs TBO) and this makes the hourly cost expensive in a commercial operation. Only thing I'd add is that it's a really good idea also to get in some good dual instruction on a type with a less forgiving, narrower track, bouncier undercarriage, e.g. a Super Cub, of which there are quite a few around to choose from. And at some stage I would heartily recommend that you get checked out so that you can fly comfortably and safely from the back seat of the Chipmunk as this then simulates the lack of straight-ahead vision that you get in lots of tailwheel aeroplanes (The Chippy, Super Cub and various Champ derivatives while all frequently used for tailwheel training all give a much better view ahead than most tailwheelers, and you will find the experience of something more "blind" stands you in good stead if you ever have the chance to try other types, e.g. various Permit single-seaters)
CB,
If I were rich enough to afford my own Gipsy-Major powered aeroplane, I would want it to have an engine rebuilt by Vintech at Little Gransden. A quick Google search will get you contact details. I am sure they will be able to give you a ballpark figure. But it ain't cheap. I have around £25K in my mind, but may well be wrong so I suggest you give them a tinkle.
The Chipmunk is an excellent aeroplane to lead tailwheel with, and £140 an hour does is not a bad price at all. It is an expensive aeroplane to run, especially on a transport category C of A, in which case you do not get a lot of engine life (I think it's only 1000 hrs TBO) and this makes the hourly cost expensive in a commercial operation. Only thing I'd add is that it's a really good idea also to get in some good dual instruction on a type with a less forgiving, narrower track, bouncier undercarriage, e.g. a Super Cub, of which there are quite a few around to choose from. And at some stage I would heartily recommend that you get checked out so that you can fly comfortably and safely from the back seat of the Chipmunk as this then simulates the lack of straight-ahead vision that you get in lots of tailwheel aeroplanes (The Chippy, Super Cub and various Champ derivatives while all frequently used for tailwheel training all give a much better view ahead than most tailwheelers, and you will find the experience of something more "blind" stands you in good stead if you ever have the chance to try other types, e.g. various Permit single-seaters)
CB,
If I were rich enough to afford my own Gipsy-Major powered aeroplane, I would want it to have an engine rebuilt by Vintech at Little Gransden. A quick Google search will get you contact details. I am sure they will be able to give you a ballpark figure. But it ain't cheap. I have around £25K in my mind, but may well be wrong so I suggest you give them a tinkle.
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AerBabe, just read through your postings on Chippy Flying, excellent 
and very realistic. I was fortunate to know a local chap who after I'd helped him out with his paperwork problems agreed to let me have 10hrs duel with him in his Chippy. I was bowled over as I only had 55 hrs in Tomahawks and TB9\10's! As you, and many others have discovered the Chippy is a fantastic aircraft to fly. Likewise you've also found out that on the ground it can be like a motorised Asda trolly. They say that with taildraggers that pilots have either ground looped or will ground loop!!
I found that on grass they are reasonable to control but you have to be 'super' alert to drifting on tarmac runways when landing with crosswinds. You have to 'fly' the aircraft from the moment you start up to the moment you park up and switch off, if you don't then the Chippy has a way of catching you especially when you think you've just mastered her.
I loved it so much that after my 10 hrs I was offered a share in the aircraft - My first solo was heaven!!! Right up with my PPL solo, QXC and GFT. There are just 3 of us using the aircraft so access is usually very good.
The aircraft is not an ideal tourer but if you dont mind the slightly cramped cockpits, nowhere to put anything, compass between your shins, drafts through the canopy (more noticable in sub zero temps!) and limited range with 9gal tanks you'll be in love with them for ever.
The other posties are correct about costs, parts are getting difficult to obtain, I've recent experiance and engine rebuilds (from a good company) start at £18k usually with bits being extra.
Other bits like brakes, propellors, wheels all need to be allowed for.
Happy flying AerBabe and keep the posts going on your progress
and very realistic. I was fortunate to know a local chap who after I'd helped him out with his paperwork problems agreed to let me have 10hrs duel with him in his Chippy. I was bowled over as I only had 55 hrs in Tomahawks and TB9\10's! As you, and many others have discovered the Chippy is a fantastic aircraft to fly. Likewise you've also found out that on the ground it can be like a motorised Asda trolly. They say that with taildraggers that pilots have either ground looped or will ground loop!! I found that on grass they are reasonable to control but you have to be 'super' alert to drifting on tarmac runways when landing with crosswinds. You have to 'fly' the aircraft from the moment you start up to the moment you park up and switch off, if you don't then the Chippy has a way of catching you especially when you think you've just mastered her.
I loved it so much that after my 10 hrs I was offered a share in the aircraft -
My first solo was heaven!!! Right up with my PPL solo, QXC and GFT. There are just 3 of us using the aircraft so access is usually very good.The aircraft is not an ideal tourer but if you dont mind the slightly cramped cockpits, nowhere to put anything, compass between your shins, drafts through the canopy (more noticable in sub zero temps!) and limited range with 9gal tanks you'll be in love with them for ever.
The other posties are correct about costs, parts are getting difficult to obtain, I've recent experiance and engine rebuilds (from a good company) start at £18k usually with bits being extra.
Other bits like brakes, propellors, wheels all need to be allowed for.
Happy flying AerBabe and keep the posts going on your progress
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Aerbabe - have you got your approaches sorted? What problems are you having - the Chippy is quite straightforward on the approach - full flap and trimmed to 60 knots in normal conditions, not much power for a nicly steepish approach, with a touch of right rudder to keep the ball centred. Use stick for speed, power for glideslope control as is usual on light aircraft.
As you gain experience, you'll find slipping approaches are a delight, but because of the round-section fuselage the slip is not quite such an effective height-looser as it is in a slab-sided Cub. Holding full rudder needs a fair foot force as well, which is a bit out of character for this aeroplane where finesse and finger-tip pressures will usually acheive all you need.
I understand you are happy with the landing. The Chippy is quite an easy taildragger with its wide-spaced and damped undercarriage, but even after nearly a quarter of a century of regular Chippying I still do the odd bouncer!
Anything else you need advice on re this loveley machine, just post here or mail me.
SSD
As you gain experience, you'll find slipping approaches are a delight, but because of the round-section fuselage the slip is not quite such an effective height-looser as it is in a slab-sided Cub. Holding full rudder needs a fair foot force as well, which is a bit out of character for this aeroplane where finesse and finger-tip pressures will usually acheive all you need.
I understand you are happy with the landing. The Chippy is quite an easy taildragger with its wide-spaced and damped undercarriage, but even after nearly a quarter of a century of regular Chippying I still do the odd bouncer!
Anything else you need advice on re this loveley machine, just post here or mail me.
SSD
I had a chat with Mike Vaisey from Vintech recently and he was saying that Gipsy parts are getting increasingly hard to find, especially exhaust valves. Chippy exhaust valves (sodium cooled) are 220 quid plus VAT each, so 4 of those, the most basic bits of a top overhaul cost you a grand straight off. OUCH. Cylinders, pistons and rings are also getting scarce. Unless the CAA ease their attitude on replacement parts being manufactured by reputable companies not necessarily the original manufacturers, Tigers, Chippies, Austers etc operating on a C of A are going to be grounded in the not to distant future unless they are owned by millionaires......
Rant mode off, back to topic.
Budget a chunk of change for an overhaul, around the 15-20k mark depending on the condition of the engine to be overhauled.
Rant mode off, back to topic.
Budget a chunk of change for an overhaul, around the 15-20k mark depending on the condition of the engine to be overhauled.
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SSD - I 'think' I have my approaches sorted. I certainly felt much more comfortable the last time I flew. Unfortunately, I'm not able to fly often enough to really feel at home... it's been 3 weeks now. I can't put my finger quite on what I'm having difficulty with. Probably just self-confidence. It's such a different machine to anything I've flown before... I'll probably be a lot happier once I've flown with cross winds, done wheel landings, side-slipping etc. And probably more frequent excursions would help me feel 'at one' with it!
Lesson tentatively booked for Friday afternoon....
Lesson tentatively booked for Friday afternoon....
