If you don't create a need to correct X-wind, people won't do it - a tricycle gear plane straightens itself, no matter how crooked you are when you plunk it down (to a limit, obviously) Tailwheel training would definitely improve the situation!Cat Driver wrote:
..and X/winds are a complete mystery to many..
Any comments about why these things are so common?
Cat
How long should a person be an instructor?
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StepOnTheBall
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Cat Driver
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you have some interesting ideas step on the ball.
a couple of months ago you posted this.
"A three point landing (properly flown) will always be shorter than a wheel landing. A 'tail low' wheel landing is still a wheel landing, and will still be longer than a three point one.
Somebody else mentioned using a three point landing in calm conditions only. There are no such conditions which would permit a successful wheel landing where you would be unable to conduct a successful three point landing (assuming a certain level of proficiency); for this reason some tailwheel purists advocate only performing three point landings. That being said, from a visibility and directional control standpoint, in a tough crosswind a two point landing is easier for most pilots (making the touchdown while still having fully effective control surfaces), although I would recommend crosswind practice using both types of landings (some tailwheel aircraft are capable of doing wheel landings only if you are willing to sacrifice the propeller each time "
I have flown a lot of tail wheel airplanes and can't remember one that would hit its prop wheel landing.
What airplanes are you referring to, that can not be wheel landed without hitting the prop.?
I can name a few that I can land shorter wheel landing than full stall three point though.
Cat
a couple of months ago you posted this.
"A three point landing (properly flown) will always be shorter than a wheel landing. A 'tail low' wheel landing is still a wheel landing, and will still be longer than a three point one.
Somebody else mentioned using a three point landing in calm conditions only. There are no such conditions which would permit a successful wheel landing where you would be unable to conduct a successful three point landing (assuming a certain level of proficiency); for this reason some tailwheel purists advocate only performing three point landings. That being said, from a visibility and directional control standpoint, in a tough crosswind a two point landing is easier for most pilots (making the touchdown while still having fully effective control surfaces), although I would recommend crosswind practice using both types of landings (some tailwheel aircraft are capable of doing wheel landings only if you are willing to sacrifice the propeller each time "
I have flown a lot of tail wheel airplanes and can't remember one that would hit its prop wheel landing.
What airplanes are you referring to, that can not be wheel landed without hitting the prop.?
I can name a few that I can land shorter wheel landing than full stall three point though.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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StepOnTheBall
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Cat,
Maybe I was misinformed, but I was talking to a guy who had just hopped out of a Spitfire, and it came up in the conversation that he wouldn't do a wheel landing with it due to prop clearance. He also mentioned the Mustang as having a similar stance. However, after looking at a few pictures, it does look like a wheel landing would be do-able. So I guess I was wrong! Well, it's happened before, and it's certain to happen again...
As far as two-point landings, I don't think that it would be a great idea to teach the average 150hr pilot these short two-point landings, although it's definitely possible. In fact, I'd love to learn that myself.
Maybe I was misinformed, but I was talking to a guy who had just hopped out of a Spitfire, and it came up in the conversation that he wouldn't do a wheel landing with it due to prop clearance. He also mentioned the Mustang as having a similar stance. However, after looking at a few pictures, it does look like a wheel landing would be do-able. So I guess I was wrong! Well, it's happened before, and it's certain to happen again...
As far as two-point landings, I don't think that it would be a great idea to teach the average 150hr pilot these short two-point landings, although it's definitely possible. In fact, I'd love to learn that myself.
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Cat Driver
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Step on the ball.
I sort of thought someone has been blowing smoke up your whashoo...
...I fly the airshow circuit in Europe and most of the guys wheel the warbirds on, a P51 does wondrerful wheel landings.
Some airplanes are difficult to see straight ahead in such as the Pitts and we curve fly the approach and roll wings level and three point it on because the foward vis is hopeless in the Pitts.
You said:
" As far as two-point landings, I don't think that it would be a great idea to teach the average 150hr pilot these short two-point landings, although it's definitely possible. In fact, I'd love to learn that myself. "
I specalize in teaching on tail wheel aircraft and the first thing I teach is high speed tail in the air runs down the runway to get them comfortable with directional control.
Next I teach them wheel landings and then three point.
And it is no big deal even if they have never seen an airplane before in fact it's easier to teach someone from scratch than re teach them.
Any time you think I might be able to give you hints, PM me.
Cat
Cat Driver
I sort of thought someone has been blowing smoke up your whashoo...
...I fly the airshow circuit in Europe and most of the guys wheel the warbirds on, a P51 does wondrerful wheel landings.
Some airplanes are difficult to see straight ahead in such as the Pitts and we curve fly the approach and roll wings level and three point it on because the foward vis is hopeless in the Pitts.
You said:
" As far as two-point landings, I don't think that it would be a great idea to teach the average 150hr pilot these short two-point landings, although it's definitely possible. In fact, I'd love to learn that myself. "
I specalize in teaching on tail wheel aircraft and the first thing I teach is high speed tail in the air runs down the runway to get them comfortable with directional control.
Next I teach them wheel landings and then three point.
And it is no big deal even if they have never seen an airplane before in fact it's easier to teach someone from scratch than re teach them.
Any time you think I might be able to give you hints, PM me.
Cat
Cat Driver
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Hey JW,
Back to your question, Funny how things get side tracked.
If you want to be an instructor, do it for 2 years or 1500hr TT then get out. If you are there for any longer than your ATPL's, you will become stale and un-hireable.
Good luck in your career
Kenny G
Back to your question, Funny how things get side tracked.
If you want to be an instructor, do it for 2 years or 1500hr TT then get out. If you are there for any longer than your ATPL's, you will become stale and un-hireable.
Good luck in your career
Kenny G
Pain Heals...
Chicks Dig Scars...
But Glory Lives Forever
Chicks Dig Scars...
But Glory Lives Forever
Back to your question, Funny how things get side tracked.
If you want to be an instructor, do it for 2 years or 1500hr TT then get out. If you are there for any longer than your ATPL's, you will become stale and un-hireable.
You see all, this is the kind of advise I was looking for. Anyone else have anything to input that is constructive to my question??
JW
There are a lot of chief pilots/ops managers who hold instructor ratings. I think if it moves you keep teaching, it doesn't have to be full time and you're always learning something.
I think the problem comes when an instructor advances to class one without learning much about multi and IFR. He becomes a joke when he keeps canceling iFR training flights because of cloud and iceing becaomes the word of the day. You know the type we have a cloud we might get ice let's cacel.
I think the problem comes when an instructor advances to class one without learning much about multi and IFR. He becomes a joke when he keeps canceling iFR training flights because of cloud and iceing becaomes the word of the day. You know the type we have a cloud we might get ice let's cacel.
I wish I could spell
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wha happen
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