tailwheel landing on grass - visual cues?
If you are landing something like an Auster with full flap down you may find that the flaps shield the rudder from the propwash. As you slow down this can make life interesting if there is a crosswind. I've learned that as soon as you are stabilised on the runway it's a big benefit to get the flaps up!
All good stuff for the landing. To master the take-off it's important to understand the theory that makes the taildragger swing - asymmetric blade effect, torque, gyroscopic effect and slipstream effect. Find a good textbook and/or experienced tailwheel instructor to help here. The good news is that all the factors work in the same sense so that for an aeroplane with a standard American engine with prop rotating clockwise when viewed from the cockpit the machine is going to want to go left. Anticipate with initial application of right rudder and you're halfway there. Opposite applies for Brit classics such as Austers, Chipmunks with propellers turning in the opposite sense.
It's also wise to remember that a tailwheel landing isn't over until the aircraft is parked - they need respect taxying, especially cross-wind.
Enjoy!
It's also wise to remember that a tailwheel landing isn't over until the aircraft is parked - they need respect taxying, especially cross-wind.
Enjoy!
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There must be something wrong with my vision because I can not judge how close I am to an object or the surface when flying if I look way off into the distance.
For instance when approaching a fire with the intention of dropping a load of fire retardant or water with accuracy on a specific part of the fire I can't imagine looking a mile past the target and still be able to judge when to push the drop button so as to hit the target.
Same goes for crop dusting...if I wanted to fly at say two feet above the crop I can not imagine looking a mile ahead and being able to maintain two feet.
So obviously I must have something wrong with my vision.
Just another thought, when landing on the water how would I see an object such as a dead head in front of me if I were looking a mile ahead?
For instance when approaching a fire with the intention of dropping a load of fire retardant or water with accuracy on a specific part of the fire I can't imagine looking a mile past the target and still be able to judge when to push the drop button so as to hit the target.
Same goes for crop dusting...if I wanted to fly at say two feet above the crop I can not imagine looking a mile ahead and being able to maintain two feet.
So obviously I must have something wrong with my vision.
Just another thought, when landing on the water how would I see an object such as a dead head in front of me if I were looking a mile ahead?
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On a constant angle approach aim to fly through an imaginary 12ft high hoop that is standing at the threshold at the correct speed adjusting for X-wind (cross controls not crab) and controlling speed with power.
Head back and transition to 3-point flare, adjusting for X-wind and try not to land - power should be off at this stage. Keep feeding in backstick to hold the attitude (airspeed decreasing) until you feel the bump and then keep feeding in backstick and steer with rudder. Aileron into X-wind with full back stick.
In a Pitts S2(A, B or S) you're blind as soon as you flare so you have to put your head back look ahead and use peripheral vision based on where the edge of the runway is.
Lots of fun.
Head back and transition to 3-point flare, adjusting for X-wind and try not to land - power should be off at this stage. Keep feeding in backstick to hold the attitude (airspeed decreasing) until you feel the bump and then keep feeding in backstick and steer with rudder. Aileron into X-wind with full back stick.
In a Pitts S2(A, B or S) you're blind as soon as you flare so you have to put your head back look ahead and use peripheral vision based on where the edge of the runway is.
Lots of fun.
Thread Starter
thanks for the tips and comments
Folks, your tips and comments have been very useful. Any additions would be great. Sounds like the key is a well set up circuit and approach and accurate speed control. If I flew as well as I did on my first solo I think I'd have it nailed - probably picked up some bad habits over the years!
