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Why tailwheel HOURS?

Discussion in 'Aviation Chat' started by GrigioGuy, Nov 9, 2007.

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  1. GrigioGuy

    GrigioGuy Splenda Daddy
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    Snike Fingersmith
    #1 GrigioGuy, Nov 9, 2007
    Just a random thought from someone who hasn't flown one -- why do people place emphasis on tailwheel hours? Once in the air, why would it matter? I would think that insurance and such would care more about the number of landings.

    Am I missing something obvious?
     
  2. snj5

    snj5 F1 World Champ

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    Russ Turner
    #2 snj5, Nov 9, 2007
    Yes - it is totally different on the ground and especially landing. Generally these planes are older and require a lot more pilot input (read: RUDDER) to fly well. It's not that big of a deal, it's just a specific skill set not typically taught in modern trainers. Modern trainers do not require near the footwork neccesary in more classic planes. They are much more engaging. That said, once you get the hang of it, you'll be spoiled for anything else and your butt will become a finely tuned flying instrument able to sense a lot about what the plane is doing.

    Perhaps Rob will chime in as a new guy with his read.

    I know you a little bit, and let me tell you I know that you're going to love it.
     
  3. Bob Parks

    Bob Parks F1 Veteran
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    #3 Bob Parks, Nov 10, 2007
    I agree with SNJ-5 that flying a taildragger involves EVERYTHING ; eyes, hands, feet working together to totally control the airplane. In learning to work the rudder in concert with eveything else at altitude , you get the feel of the airplane in all atitudes and speeds. It awakens all the senses.
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  4. rob lay

    rob lay Administrator
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    #4 rob lay, Nov 10, 2007
    Good question and there’s not an absolute answer. The transition to stick, right vs. left hand control, and left vs. right hand throttle was no brainer. In the air for whatever reason the Citabria and Decathlon require much more to keep coordinated. I still haven’t mastered my feel for coordination, but tailwheel has improved my skills in this area. The Skyhawk you can get away with ignoring the feel and watching the ball. The transitions are so much slower. Not in the tail wheels I flew though, you will go crazy watching the ball as it moves more severely and seemingly random. At some point you say heck with it I need to learn how to feel it. Confirmation of this was when instructor took over from back seat with no ball to look at. Gilbert was taking the plane through the pattern in all severe movements of full throttle climb out, turning, and then engine idle descent. He had no ball to look at, but when I was watching it the ball was mostly centered and more stable than I had ever seen it when I was flying.

    My 10 hours of tailwheel was 9 hours in the pattern. So although you aren’t really counting landings for endorsement, it is well known and common that you spend a lesson doing the basic flying maneuvers and that most of other tailwheel lessons all in the pattern.

    Now why my landings are so much better now in the Skyhawk, that is hard to explain. Maybe just the sensitivity and required control of the Citabria and Decathlon made the more forgiving Skyhawk that much easier in comparison.
     

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