Max talks with CFI Jim Hopp, who shares insights about tailwheel flying. Jim begins by explaining his passion for teaching in tailwheel aircraft. He highlights the direct connection a pilot feels with the airplane due to the simplicity of the cockpit, often lacking modern glass panels, and the use of a stick instead of a yoke, which offers better tactile feedback. He also emphasizes the unique challenge of handling the airplane on the ground, which is markedly different from flying tricycle gear airplanes.
The primary difference in ground handling between tailwheel and tricycle gear aircraft lies in the position of the center of gravity (CG). In a tricycle gear aircraft, the CG is located in front of the main gear, which helps stabilize the aircraft on the ground. However, in a tailwheel aircraft, the CG is behind the main gear. This configuration means that any lateral drift or misalignment during touchdown can cause the CG to continue moving in the direction of the drift, potentially leading to a swerve or even a ground loop. Jim likens this to the difference between pulling a wagon (tricycle gear) and pushing one (tailwheel), where the latter requires immediate corrective action to prevent instability.
One of the critical challenges during takeoff in a tailwheel aircraft is managing gyroscopic precession. As the tail lifts off the ground during the takeoff roll, the aircraft experiences a force that causes it to yaw to the left due to the gyroscopic effect of the propeller. This is an additional factor that pilots of tricycle gear airplanes don’t have to deal with. To mitigate this, Jim often teaches new tailwheel students to perform a three-point takeoff, similar to a soft field takeoff, to avoid dealing with gyroscopic precession until they are more comfortable with the aircraft.
Jim discusses the importance of right rudder pressure throughout the takeoff roll. As power is applied, the aircraft tends to yaw left due to the combined effects of engine torque, P-factor, and gyroscopic precession. This requires the pilot to apply right rudder to keep the aircraft tracking straight. The amount of rudder pressure needed varies during different phases of the takeoff roll, making it crucial for the pilot to understand these dynamics to maintain control.
When it comes to taxiing, visibility can be a challenge in tailwheel aircraft since the tail is lower, and the pilot often can’t see directly over the nose. This can require the use of S-turns to check for obstacles ahead. Additionally, the tailwheel configuration makes the aircraft more prone to weather vaning in crosswinds, where the aircraft tries to turn into the wind due to the CG’s location behind the main gear. This requires constant rudder input to counteract the wind’s effects.
Another critical aspect of taxiing in a tailwheel aircraft is managing the angle of attack, as the wings are at a positive angle while on the ground. This means the aircraft can generate lift even during taxiing, which could potentially lead to a dangerous situation if not properly managed, especially in strong winds.
Once in the air, tailwheel aircraft behave similarly to tricycle gear aircraft, although they often have more adverse yaw due to their older designs and larger rudders. Pilots transitioning from modern nose gear airplanes might find they need to pay more attention to rudder usage to manage adverse yaw effectively.
Landing in a tailwheel aircraft presents two primary techniques: the three-point landing and the wheel landing. In a three-point landing, the pilot aims to touch down with all three wheels simultaneously, which is different from the standard nose gear landing where the main wheels touch down first. This requires careful pitch control and understanding of the aircraft’s attitude.
The wheel landing, on the other hand, involves touching down on the main gear while the tail remains off the ground. This technique is useful in gusty or crosswind conditions as it allows the aircraft to land at a higher speed, providing better control authority. However, it requires the pilot to push the stick forward after touchdown, which goes against the instinct of most pilots trained in nose gear airplanes.
To operate as a pilot in command of a tailwheel aircraft, pilots must obtain a tailwheel endorsement, unless they were PIC before 1997. This endorsement requires demonstrating competence in tailwheel operations, including landings. Additionally, pilots must meet passenger carrying currency requirements, which stipulate that the three takeoffs and landings required within 90 days must be to a full stop, reflecting the greater complexity and potential risks involved in tailwheel operations.
Jim advises that flying a tailwheel aircraft every 90 days may not be sufficient to maintain proficiency, given the challenges associated with these aircraft. Many flying clubs recommend a 60-day currency at most to ensure pilots remain sharp and capable of handling the unique ground and flight characteristics of tailwheel airplanes.
The tailwheel endorsement process typically involves around 15 hours of training, though this can vary depending on the pilot’s proficiency with rudder use and crosswind technique. The training covers the differences in ground handling, pre-flight inspections, taxiing techniques, takeoffs, in-flight rudder control, and both three-point and wheel landings. Jim emphasizes the importance of continuous rudder use and crosswind control during the landing roll, as the aircraft can become unstable as it decelerates.
Overall, this podcast provides a comprehensive overview of the skills and considerations necessary for mastering tailwheel flying, emphasizing the importance of practice, understanding the unique dynamics at play, and maintaining currency to ensure safety and proficiency.
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