I've flown a Citabria a couple of times. I was taught full back stick for taxiing and the first part of the takeoff roll. Once I was going faster than about running speed stick neutral and let the tail come up by itself. Light back pressure about 60 mph, the plane flies off. Taildraggers are cool!
I could agree with you too. In Germany many touring motor gliders are tail draggers. We have benn taught to pull back when taxiing and during the first Part of takeoff roll. When the rotate speed is reached when the tail lifts slowly off, then we push the stick carefully untill tue vx or vy is reached. Allways counteracting with ruder when the nose deviates. Verry important: crosswind and propeller torque- wash effect. Sometimes some more or less ruder may be needed
I have owned a 46 J3Cub 85hp for almost two years. In that time I have learrned a lot about flying a tailwheel airplane. I used to push the stick forward before take off and it worked alright, but I saw a video about just hold the stick loosely not pushing it forward and the tail will come up on its own, then a slight back pressure and you are off the ground (Like you said the plane will just about fly itself). Looks like most of the posts here go along with letting the tail come up without pushing forward, you won't push the prop into the runway doing it that way. Your choice do it either way if you are comfortable. Happy Flyimg!
Okay, so you are pinning the tail the the deck and compensating with right rudder for torque and you stick forward to go tail wheel up and then pull back? Okay . How far toward did you say ? Yes I have flown a j3 cub but I want to try a champ .
Wait, is this an alternate way of doing it. I just saw someone on another channel say that the steps to take off in a tail-wheel aircraft is to hold the stick all the way back (aft), start applying throttle on a slow 5-second count, then move stick to neutral slowly as the plane rises of the ground (a bit of right rudder but not too much and also eventualy reduce throttle if once in the air the plane starts to roll right). Is the Aeronca different?
Is it possible to have the stick to far forward to the point of a prop strike or flipping the entire airplane over? For some reason tail draggers have always been a concern, so I have avoided them in over 50 years of flying.
FIrst, I'd tell you to go find one right away and hop in (with a qualified CFI). Like any other machine, they are not dangerous when you are trained properly by an experienced CFI. To answer your question, there are a few tailwheel aircraft out there I would not shove the stick full forward on during takeoff or landing roll out. In the case of the Champ, it is nearly impossible from an aerodynamic stand point to have enough elevator authority on takeoff to hit the prop. Remaining clear of the brakes is the main priority and just by using stick and rudder only will make these airplanes behave very well in almost all circumstances. Still however, you can get on the brakes in a champ more than you might think without risking flipping over. If you were to remember one thing, it would be to get off the brakes and get on the throttle, that will make it behave much more like the airplanes you are used to.
Well, yes, you can rotate the airplane too far and strike the propeller. But, you have to work to do it. If you are making a normal takeoff and are moving, say, 25+ mph it is pretty much impossible to force the nose down enough to strike the propeller. This is because the vertical stabilizer will not allow the tail to lift much above a level configuration. The forward motion slipstream prevents it. When I was a student sixty years ago my crop duster instructor demonstrated this in a 150 hp Super Cub. Profound and scary… but the prop would not hit the ground. HOWEVER… Fifty years later, while holding to take off in my Aeronca Champ at Cameron Park airfield, I saw a Super Cub spectacularly strike its prop on takeoff. Right in front of me. The pilot (I think an instructor) was trying to demonstrate a short field takeoff. So, immediately starting takeoff roll she applied FULL power. And then pushed the stick full forward. There was no slipstream acting on the horizontal stabilizer; the airplane essentially wasn’t moving. However, there was the air being moved by the engine/propeller; full throttle. At less than five mph the engine’s slipstream ACTING ON THE ELEVATOR elegantly lifted the tail up, the nose down, way down, and the prop ding, ding, ding… hit the runway. Takeoff aborted, tail came back down, engine shut down. Though the pilot and student were women, I surmise some one said: “Oh shit.” Because of an odd taxiway configuration at Cameron Park (I was taxiing from the on-airport housing, I was holding in a location that put me no more than fifty feet from the Super Cub when this happened. Always something at airports.
Not to take anything away from this video but the technique I use is after opening the throttle, push the stick only slightly forward, as soon as the nose drops just slightly you know that the tailwheel is off the ground. Hold that attitude and the plane will fly off on its own. One simple step and you are off and flying, used it just over 3 thousand times in light 40s vintage taildragers.
I may sound crazy but I want to build and learn to fly an ultralight solo, Glenn Curtiss and the Wright brothers didn’t have anyone to teach them! I need to learn everything 🐮
Be very CAREFUL raising the tail to quickly! Ensure that you have required airspeed and directional control.....the stick should stay in the full aft position until you have positive rudder control. Raising the tail to quickly taught in training will get you in trouble by "habit" if you have a 10 kt xcross wind from the left and bring the tail up to quickly, well you will find your self turned 90 degs into the wind and a ground loop! As a CFI for over 50 yrs, DPE for 40+ retired and flying B17, DC3, DC3TP, T-6 etc......this works nicely....
The fear of tail wheel airplanes is way over-hyped in my view. Who comes in for a landing or goes down the runway for a take off in ANY airplane, cockeyed and not straight? Almost all of the airplanes up to the end of WWII were tail wheel aircraft and that configuration was called "conventional gear". Keep it straight baby and you've got NO problems!
actually a surprising number of pilots come in "cockeyed" in both kinds of aircraft.. when taildraggers get cockeyed is when the wheels come into contact with the pavement. that when things tend to get quite interesting. i'm guessing you have no idea the wealth of information you impart to an experienced pilot with your comments.
the beauty of a conventional or tailwheel aircraft is that it is sitting in a pitch attitude of Vy before you even get in it. so every ounce of energy produced by that monster A65 continental in converted to getting that aircraft off the ground. in a nose wheel aricraft energy is spent just getting the nose to a Vy or climb pitch attitude. so this is why on a normal takeoff with moderate winds it makes a lot more sense to just keep the nose where it is before you even started the engine, at Vy or best rate of climb speed. i have always found it ridiculous to worry about rotation speed in any single engine trainer. you are NOT in a 747 so just hold the nose in the pitch attitude it was before you even got on the runway and it will take off when it is ready. if you continue to hold it there after takeoff the aircraft will stabilize at Vy. you have no business looking at anything inside the cockpit on a takeoff in a taildragger, period, nor do you need to look at anything besides the runway and which way that nose is trying to go. terrible advice to have a student look at anything inside the cockpit any time you are anywhere near the runway on takeoff or landing! so please explain to me why it is so important to get the tail up on any normal takeoff with light winds?
Not a normal takeoff. The stick should initially be held full back to maintain directional control with tailwheel then ease forward as rudder becomes effective. This is most important with crosswind.
I'd love to fly tailwheel, I always hear it makes you an excellent pilot. But I'm so afraid of ground loops.... Even highly experienced pilots experience it.
Find the right instructor and set your own personal minimums and ground loops are not an issue. In 5+ years of flying tailwheel airplanes of all sorts it's never something that has concerned me much, even training new students for private or sport in tailwheel planes. As long as the tailwheel is rigged correctly and you take the right approach to flying them you'll have tons of fun!
![[Part 1] ทารกน้อยถูกทิ้ง👶 หญิงชราเก็บขวดขายเลี้ยงดูเขาจนโต #โลกการละคร](http://i.ytimg.com/vi/nPTDvFCExks/mqdefault.jpg)
I've flown a Citabria a couple of times. I was taught full back stick for taxiing and the first part of the takeoff roll. Once I was going faster than about running speed stick neutral and let the tail come up by itself. Light back pressure about 60 mph, the plane flies off.
Taildraggers are cool!
I flew a Citabria back in the mid seventies for some aerobatic training, I I remember doing it that way too.
I could agree with you too.
In Germany many touring motor gliders are tail draggers.
We have benn taught to pull back when taxiing and during the first Part of takeoff roll. When the rotate speed is reached when the tail lifts slowly off, then we push the stick carefully untill tue vx or vy is reached.
Allways counteracting with ruder when the nose deviates.
Verry important:
crosswind and propeller torque- wash effect. Sometimes some more or less ruder may be needed
You make it sound so easy. You have to be able to walk, chew gum, and know your left from your right rudder. Love taildraggers.
I have owned a 46 J3Cub 85hp for almost two years. In that time I have learrned a lot about flying a tailwheel airplane. I used to push the stick forward before take off and it worked alright, but I saw a video about just hold the stick loosely not pushing it forward and the tail will come up on its own, then a slight back pressure and you are off the ground (Like you said the plane will just about fly itself). Looks like most of the posts here go along with letting the tail come up without pushing forward, you won't push the prop into the runway doing it that way. Your choice do it either way if you are comfortable. Happy Flyimg!
What prevents the nose from slamming into the runway with the stick pushed full forward during full power take off roll?
Thanks for keeping it simple
Always happy to help!
Okay, so you are pinning the tail the the deck and compensating with right rudder for torque and you stick forward to go tail wheel up and then pull back? Okay . How far toward did you say ? Yes I have flown a j3 cub but I want to try a champ .
Wait, is this an alternate way of doing it. I just saw someone on another channel say that the steps to take off in a tail-wheel aircraft is to hold the stick all the way back (aft), start applying throttle on a slow 5-second count, then move stick to neutral slowly as the plane rises of the ground (a bit of right rudder but not too much and also eventualy reduce throttle if once in the air the plane starts to roll right). Is the Aeronca different?
When I got my license in 1976 few people were training in tail draggers so I never had the opportunity to learn. Good stuff though.
Informative video! Well done!
Thanks! Stay tuned for more!
Thanks!
What is the max, safe cross wind component for an Aronca champ. Thanks Peter
Is it possible to have the stick to far forward to the point of a prop strike or flipping the entire airplane over? For some reason tail draggers have always been a concern, so I have avoided them in over 50 years of flying.
FIrst, I'd tell you to go find one right away and hop in (with a qualified CFI). Like any other machine, they are not dangerous when you are trained properly by an experienced CFI. To answer your question, there are a few tailwheel aircraft out there I would not shove the stick full forward on during takeoff or landing roll out. In the case of the Champ, it is nearly impossible from an aerodynamic stand point to have enough elevator authority on takeoff to hit the prop. Remaining clear of the brakes is the main priority and just by using stick and rudder only will make these airplanes behave very well in almost all circumstances. Still however, you can get on the brakes in a champ more than you might think without risking flipping over. If you were to remember one thing, it would be to get off the brakes and get on the throttle, that will make it behave much more like the airplanes you are used to.
Well, yes, you can rotate the airplane too far and strike the propeller. But, you have to work to do it. If you are making a normal takeoff and are moving, say, 25+ mph it is pretty much impossible to force the nose down enough to strike the propeller. This is because the vertical stabilizer will not allow the tail to lift much above a level configuration. The forward motion slipstream prevents it.
When I was a student sixty years ago my crop duster instructor demonstrated this in a 150 hp Super Cub. Profound and scary… but the prop would not hit the ground.
HOWEVER…
Fifty years later, while holding to take off in my Aeronca Champ at Cameron Park airfield, I saw a Super Cub spectacularly strike its prop on takeoff. Right in front of me.
The pilot (I think an instructor) was trying to demonstrate a short field takeoff. So, immediately starting takeoff roll she applied FULL power. And then pushed the stick full forward. There was no slipstream acting on the horizontal stabilizer; the airplane essentially wasn’t moving. However, there was the air being moved by the engine/propeller; full throttle. At less than five mph the engine’s slipstream ACTING ON THE ELEVATOR elegantly lifted the tail up, the nose down, way down, and the prop ding, ding, ding… hit the runway.
Takeoff aborted, tail came back down, engine shut down. Though the pilot and student were women, I surmise some one said: “Oh shit.”
Because of an odd taxiway configuration at Cameron Park (I was taxiing from the on-airport housing, I was holding in a location that put me no more than fifty feet from the Super Cub when this happened.
Always something at airports.
Not to take anything away from this video but the technique I use is after opening the throttle, push the stick only slightly forward, as soon as the nose drops just slightly you know that the tailwheel is off the ground. Hold that attitude and the plane will fly off on its own. One simple step and you are off and flying, used it just over 3 thousand times in light 40s vintage taildragers.
In my country tailwheel aircraft are used as the standard trainer, dos very challanging to keep the centerline.
I may sound crazy but I want to build and learn to fly an ultralight solo, Glenn Curtiss and the Wright brothers didn’t have anyone to teach them! I need to learn everything 🐮
Don't blame ya for that one at all! Would definitely be a neat project
Be very CAREFUL raising the tail to quickly! Ensure that you have required airspeed and directional control.....the stick should stay in the full aft position until you have positive rudder control. Raising the tail to quickly taught in training will get you in trouble by "habit" if you have a 10 kt xcross wind from the left and bring the tail up to quickly, well you will find your self turned 90 degs into the wind and a ground loop! As a CFI for over 50 yrs, DPE for 40+ retired and flying B17, DC3, DC3TP, T-6 etc......this works nicely....
Can you do a tail Dragger landing
The fear of tail wheel airplanes is way over-hyped in my view. Who comes in for a landing or goes down the runway for a take off in ANY airplane, cockeyed and not straight? Almost all of the airplanes up to the end of WWII were tail wheel aircraft and that configuration was called "conventional gear". Keep it straight baby and you've got NO problems!
actually a surprising number of pilots come in "cockeyed" in both kinds of aircraft.. when taildraggers get cockeyed is when the wheels come into contact with the pavement. that when things tend to get quite interesting. i'm guessing you have no idea the wealth of information you impart to an experienced pilot with your comments.
Is this the L-16?
Yup
@@fly8ma.comflighttraining199 Got my first tail wheel experience and tailwheel endorsement in one loved that plane!
Didn't he say ROLL ON TAKEOFF. I expected that at 30 feet off the ground. RV-3s 4EV.
the beauty of a conventional or tailwheel aircraft is that it is sitting in a pitch attitude of Vy before you even get in it. so every ounce of energy produced by that monster A65 continental in converted to getting that aircraft off the ground. in a nose wheel aricraft energy is spent just getting the nose to a Vy or climb pitch attitude. so this is why on a normal takeoff with moderate winds it makes a lot more sense to just keep the nose where it is before you even started the engine, at Vy or best rate of climb speed. i have always found it ridiculous to worry about rotation speed in any single engine trainer. you are NOT in a 747 so just hold the nose in the pitch attitude it was before you even got on the runway and it will take off when it is ready. if you continue to hold it there after takeoff the aircraft will stabilize at Vy. you have no business looking at anything inside the cockpit on a takeoff in a taildragger, period, nor do you need to look at anything besides the runway and which way that nose is trying to go. terrible advice to have a student look at anything inside the cockpit any time you are anywhere near the runway on takeoff or landing! so please explain to me why it is so important to get the tail up on any normal takeoff with light winds?
Rudder Inputs on takeoff roll and takeoff???
MCGEARY PHOTO very carefully, yes
Always afraid of nosing too far forward.
Tail draggers are stuff made of nightmares.
Not much P-factor or precession.
Not a normal takeoff. The stick should initially be held full back to maintain directional control with tailwheel then ease forward as rudder becomes effective. This is most important with crosswind.
I'd love to fly tailwheel, I always hear it makes you an excellent pilot.
But I'm so afraid of ground loops.... Even highly experienced pilots experience it.
Find the right instructor and set your own personal minimums and ground loops are not an issue. In 5+ years of flying tailwheel airplanes of all sorts it's never something that has concerned me much, even training new students for private or sport in tailwheel planes. As long as the tailwheel is rigged correctly and you take the right approach to flying them you'll have tons of fun!