Topic: Tailwheel Differences Training

[Dean Cross]

It is a requirement for any pilot not having PIC time on a tailwheel Aeroplane to undertake differences training before operating as PIC on such types.

The regulation does not specify what this "differences training" should consist of and so I really would like to hear what training people expect, or should be given, in order to prepare them for operating such types.

All opinions or experiences are welcome and hopefully it will bring together avast amount of experience.



For instance; Should slipping form part of the diffs trg as, although it is part of the PPL syllabus, it is rarely revisited after the demonstration of the exercise,whereas it is in daily use when operating most tailwhel types.
Slipping a Cherokee is a different animal when compared to a Cub or Chipmunk.........

[Martin]

It's probably stating the obvious, but I found the greatest difference was operating the A/c on the ground.

More detailed focus of ground handling at both low and high speeds.

For me this was very much trial and error as circumastances and conditions changed... and I am still learning.

Hope this was a valuable comment.

 

[Dean Cross]

Very valuable.
Thank you Martin

[Duncan]

Likewise for me but to include croswind handling not only on approach, touchdown and roll out, but ground manouevring, taxying and movement in confined spaces.

Agree that side slipping practice should be a must, especially as tailwheel types tend to be used more on grass/short fields than nosewheel types.

[Dean Cross]

I think that it is no secret that the "controls positioned relative to wind direction while taxiing" is something people only do while under test on trikes, whereas we survive by it in conventional gear aeroplanes.  

[BAMTSW]

I think it's also essential for the student to gain an appreciation of the difference in tailwheel handling characteristics between grass and tarmac ops (taxy, fast taxy, take-off and landing).

I would concur that sideslips (and slipping turns) are also vital ingredients…especially for those who will also fly flapless aircraft.

I'd also guess that your average spamcan driver's appreciation of adverse aileron yaw and use of rudder is minimal and I'd suggest that a revision of the effects of controls could be very useful, given that many 'wheelers were/are produced without the differential ailerons, washout etc. used in today's trike trainers.

[Dean Cross]

All valid stuff and, as we all know, the bottom pucker factor is a very real thing when revisiting tarmac after a few weeks flying off God's carpet.

What about Brake failure? No prob in a  parambulator that is" the trike" but a potential hair-raiser in anything with a castoring tailwheel.Should the basic emergencies be part of the diffs trg course?

I think we can develop quite a list and it could well be the focus of a post winter check-out.    

[chipmunkgaosz]

Insist that part of the conversion/training is done in a Tiger Moth! No brakes, no flaps, no 'roof', no electric start, limited outlook/visibility, over-ruddered, over-elevatored, under-aileroned, but plenty of opportunity for real 'seat of the pants' flying- you know when you are sideslipping - and to enjoy a breeze in you face!

[Dean Cross]

Sounds reasonable to me J.
Cannot get enough of this experience to keep the real flying skills alive

Dec

[Duncan]

Insist that part of the conversion/training is done in a Tiger Moth!

Can I re-do my training agin then please?!  Form an orderly queue now...I said orderly!    

[Dick Gower]

I think that with any spinnable aeroplane the student needs spin training at least to the point where he/she instinctively uses full opposite ruddder and unloads to recover in the incipient stage.

The Chippy is so demanding in its recovery from a full spin that is would be a serious omission not to have at least demonstrated the spin recovery.

All tailwheel types need difference training that covers things like:

(1) directionally unstable on the ground.  (why most ground loops happen on days of light and variable wind?)

(2) unstable in bounce (each successivev bounce is "Higher still and higher"  but unfortunately slower still and slower!  The third one is always memorable).

(3) taxing requires better awarness of the coordination of brakes and power (not standing it on its nose when you stop).

(4) where is the tail going when you turn?  the tail of a trike clears objects but a taildragger runs into them.

(5) when the wind is strong, hold on the downwind edge of the taxiway when holding crosswind (otherwise when you want to move off again the aircraft will weathercock before you get enough speed for steerage and when the upwind mainwheel reaches the grass and the other main is on the taxiway it is all over)

(6) crosswinds are more demanding and a big trap for instructors is to teach crosswinds in a touch-and-go situation and thus never properly asses the student's ability on the last (and most interesting) bit of the roll out.

 (7) why one should never follow close behind a loaded cattle truck in an open-top Morgan.  (Nothing whatsoever to do with Chipmunks but great advice none the less!)

Dick

[Rob Merrylees]

Of the few persons I have seen lose control of a Chipmunk on roll out after landing they have been without exception pilots who have had considerable experience flying Tiger Moths and were converting to the DHC-1 at the time.

One type is no more difficult to fly than the other but they are different.

The Chipmunk is heavier in the tail than the Tiger Moth, it has more length and weight aft of the main undercarriage.  Add the factor of a fully castoring tail wheel and if a swing is allowed to develope it will take greater force to correct it.

Fortunately the Chipmunk has differential brakes to help, something the Tiger moth does not have in original configuration.  

Tiger Moth pilots need to be made aware of the factors involved and coached in the use of differential braking.  Once a good feel has developed for the aircraft it is possible to keep it straight, not allowing a swing to develope and the requirement to use brakes becomes minimal.

Also, some Chipmunks retain their Fairy Reed propellors that I imagine have greater mass than the wooden propellors normally found on the DH82.  There may be a more pronounced gyroscopic effect if the tail is lifted suddenly,iniating a swing.

The take-off run in a Chipmunk will be longer than in a Tiger Moth.  I have observed Tiger Moth pilots lose direction on take -off, but since the required run is not much longer than the width of some runways, they "get out of trouble" by pulling back on the control column and mushing into the air!  Attempting such a premature rotation in a Chipmunk may well be a way "to get into trouble".

Instructors and trainees both need to be aware that while the Chipmunk is not difficult to fly it is different to the Tiger Moth.

[Dean Cross]

Item 6 on Dick's list ,crosswinds

Up here on the western Atlantic Coast, the wind can change in  a short time, both in direction and magnitude. I personally prefer to teach Wheel landings in crosswind/blustery conditions and touch and go's are all flown to walking pace so that the candidate has the benefit of the "interesting" part of the rollout(as you so rightly state is where it will go wrong).

For the same reason I think that fast taxi practice is a mugs game for instructors, as this is merely a transitional and most dangerous phase in a tailwheel type, safely accelerating or decelerating through this undefined phase is what must be passed on to the student. Regardless of conditions, all touch and go practice must be done on a sufficiently long runway to and from slow taxy speed.

Any thoughts??

P.S. Item 7 noted with thanks

[chipmunkflyer]

Good valuable checklist building here ... may I add

ensure that the front seat pilot is siiting high enough to see over the nose when the tail is down ... he can then take the appropriate action when the nose begins to move from the reference point during roll out on the runway ..trike pilots have no periferal vision

a lot of trike pilots set the power at 1500 rpm and taxy against the brakes

most trike pilots are not in control of the last five feet of the landing due to the use of full flap during training.

it is essential to ensure that the trike pilot gets his feet moving on the rudder pedals as required and also that he is briefed and reminded that it is now left foot that is required during take off.

Lastly ... get him out of the habit of shoving on full throttle at the beginning of the take-off roll

Happy training

Best

Rod