Tailwheel Travails - Lessons Four & Five

I promised more on my ham-fisted attempts to learn to fly a tailwheel aircraft. It's been a while but here we are. In the meantime I've been flying tamer aircraft - ones with the third wheel on the other end. I've also been doing some time in the right hand seat which is fun. Just as an aside: as I understand it there is no "command" seat in the Australian regulations. You just have to be able to reach all required equipment from the seat you are in. But a big word of warning: some people find it relatively easy to fly from the right hand seat and others don't. So until you know and until you are confident in a range of conditions, don't try it without an instructor. I've done a bit now in a range of aircraft and I like it, but I still want more time with an instructor.

So to the tailwheel. This time we've been flying a slightly different version a Zlin Savage Cub, rather than the Classic we were flying before.

First lesson back was a brush up on 3 pointers and general handling, just getting my hand back in really. For those of you new to tailwheel flying the 3 pointer is where all three wheels land at the same time, it's sometimes called a "full stall" landing (though as Langewiesche points out it isn't necessarily stalled on landing). That's because you are doing what you would normally do in a nosewheel aircraft - holding off in a nose up attitude. With a tailwheel aircraft they are basically finished flying when they settle and they have very little tendency to want to bounce or start flying again. They're also generally flying quite slow. That means if anything goes a little squirrelly - as it can - it does so at a slow speed. That's kind of comforting.

The problem is that because you are going so slow you are a bit susceptible to crosswinds. You don't have the lateral control to stop the aircraft from weather-cocking into wind and you may also be a bit prone to wind shear - stopping flying before you planned to!

Langewiesche on this subject says: "The three point landing is not the only way to get an airplane down. It is not even the best way."

This is where the "wheel landing" comes in. The late Pip Borman once told me - in typically blunt Pip style - "If you can't do a wheel landing you can't fly a taildragger". So we moved on to wheelers.

How do you do a wheeler? Not to bore you with the mighty Langewiesche, but he says it better than me:

Coming in with a good deal of speed, break your glide so that the airplane shoots along level, half a foot or a foot above the ground. Then, when the spot arrives at which you want to make ground contact, simply push over forward and "plaster" the front wheels on. Then as you feel the ground, keep right on pressing forward on the stick so as to hold the ship on.

Sounds easy doesn't it? Well it is and it isn't. We started by choosing a higher approach speed and first stage of flaps. That means that the aircraft is in a high lift, modest drag configuration. We came in and did just as the master suggested - flew along level just above the ground using small amounts of thrust as necessary to keep the aircraft airborne. As we reached the end of the strip we powered up and went around. The idea was to learn to control the aircraft in the attitude in which it would land - a flying attitude, and to learn to visualise the actual height we wanted to fly at. It also gave us a chance to judge the inevitable 90 degree crosswind.

Having done that a couple of times we then came around for real. This time the idea was to minimise the sink rate and to kiss the ground. Unlike Langewiesche our idea was to let it settle and then to pin it by pushing the stick forward. The problem of course is that when you do a three pointer you progressively pole back to arrest the sink rate. You can't do that in a wheeler. So instead you have to very finely judge your height and very gently fly it on. That's counter-intuitive to all of us pilots who are used to flying tricycle gear.

So the inevitable happens - you bounce. Not much but you bounce. Here it's a case of just letting it settle again and getting that stick forward. With the stick properly forward, even though you have flying speed, the wing is at zero or negative lift angle of attack. It is "pinned" to the ground. You can get on the brakes quite hard and then slacken off as you slow down.

After a few of these the bounces got less and my judgement improved. Now it was time to go for a full flap wheeler. This meant that to keep the aircraft flying a fair bit of thrust was needed - we were behind the curve. So we came in with plenty of throttle and just held off the ground a few inches. Closing the throttle slightly allowed the aircraft to sink onto the ground and then I just poled forward to hold her there. You can use thrust at this point to maintain control and keep the tail up.

That's the thing about a wheeler, you can just keep pushing forward as the aircraft slows. You need to do that if you want to keep the tail up. As you slow you eventually lose elevator effectiveness the tail gently settles into a three point attitude.

These were fun landings. I really got a kick out of them and I can't wait to do a few more.

The other thing that's happened is that my tricycle undercarriage landings have improved as well. I reckon everyone should have to fly a 'dragger at some point in their training.

Note: Stick and Rudder: An explanation of the art of flying. Wolfgang Langewiesche, McGraw-Hill Inc, 1944, 1972. A book every pilot should read.

Tailwheel Travails - Lesson Three

The weather today was 17G23 from about 330 degrees at the nearest weather station. We were planning to do circuits on 36. So we had a little left crosswind. Not much on the ground, though it was unpredictable and occasionally gusty. This was our first session of circuits and I was looking forward to it. This is where the rubber meets the road - or whatever the appropriate flying metaphor is. In order to fly a taildragger you have to be able to take off and land reliably and safely.
Gusty days have never concerned me, however they play into one of my little weaknesses as a pilot. When things get busy, particularly in the landing phase I can slip from my usual "Mr Smooth" into over-controlling mode. Something to do with my early days in gliders I think.
The first circuit was pretty good, a few bumps but nothing much really. As we came down final we were high and even with full flaps we weren't getting down so we crossed it up and that made her settle down. Nice to know how fast you can come down. As I came into the flair two things conspired to make my landing less than I would have wished for. Firstly my over-control tendencies as the aircraft got busy in the gusts, together with the Classic's great control effectiveness at low speeds. Many aircraft need buckets of control deflection at landing speed but the Classic has good authority right down to the stall. So the first landing had a bit of a zoom in it as I over-flared. Nevertheless we settled nicely and pointed in the right direction.
The next few were variations on the theme. I worked on controlling my inclinations to take the controls to the stops and the Classic behaved better and better. The landings were still a little ropey, but nice and workmanlike. My daughter wouldn't have approved but they were OK.
On final there was a fair old crosswind from the left together with some sink mid-final and then a bit of lift just over the fence. We did lots of full flap landings and some with only first stage. All in all it was a good workout. On the last circuit we were talking about whether to take a break and go again or whether to wait for some better weather so that I could work on being Mr Smooth again. We decided to do a few more and then wait for the weather to improve.
On to final, we were nicely lined up with about 20 degrees of crab, I coped nicely with the sink and the lift and I was working on being nice and smooth. It was working too! Into the flair smoothly, left wing down to hold the centre line. Nice and straight, settling, settling some more. Left wheel and tailwheel down and then the wind vanished entirely. The left wing headed for the grass - accompanied by a terse comment from the back seat, I banged in right aileron and as we came level a gust from the left caught the left wing and the right wing headed for the grass, aileron back towards the left. At this point the Classic finally decided that it had had enough of the oaf in charge and gently pirouetted to the right. I just focused on keeping the wings level, stopping the ground loop from tightening and getting on the brakes so that we stopped before the fence.
And stop before the fence we did - about 20 feet away. We shut down and got out to check for damage. Whilst those wing tips had got mighty close, there were no scrapes and aside from some evidence of a slide on the tyres all was well.
Interestingly I don't think either of us got our heart rates up much. My greatest admiration is reserved for the back seat. He confined himself to a single terse comment. I suspect if it was me, I'd have let forth a mighty oath or two!
There's a reason I called this series Tailwheel Travails. There's also a reason I love the Classic. I reckon that lots of other aircraft would have made a complete fool of me, rather than given me a gentle kick up the bum.

Tailwheel Travails - Lesson Two

We've been put off a number of times by the rubbish weather - wind, rain, more wind.
It looked as though this was going to be another miss. The forecast was 18G32 with a front coming through from the west. When I first arrived it wasn't flyable - a nasty squall line from the NW and the wind just as forecast. We waited a while and there, miraculously was a clear spot.
I started up, taxied to the run-up bay and then down to the end of the runway. "You're taxiing pretty well" from the back seat. Well thanks for that, all of a sudden I feel like I can taxi this demon! Two things contribute to the sudden improvement: first I always look over the nose and don't let anything continue that I haven't specifically instigated and approved. Second I work on the basis that this aircraft will keep doing whatever it's doing and probably do more of it unless I stop it. So when I start a taxi turn I don't use much rudder and then I give it some counter rudder to keep things seemly. All of a sudden my taxiing appears half professional.
Lined up on the runway, open the throttle, tail up and we're airborne. The problem is that out of apparently nowhere there's a squall line obscuring the far end of the runway. We turn immediate left and by the time we are at 500 feet the strip has disappeared behind us. There'll be no circuits today and we may miss our lunch!! Away to the west we can see for miles but to the NW it is completely closed in with a big ugly squall line.
We climb and do a couple of practice forced landings. With the wind at 1,500' blowing about 35 knots all the action takes place right above the intended paddock. The Classic instills absolute confidence in these situations. This is proper flying, the best fun you can have sitting in an aircraft. You know when you are sitting in an aircraft and it is so responsive and predictable that you can set all thoughts of flying and deciding aside and just do it? You don't have to think, you don't have to second guess the aircraft you just execute the plan. That's what forced landings are like in the Classic - the thought is the deed and everything goes how you intended it to.
Meanwhile the squall line is getting thicker and heavier. We are in no danger - in fact we are in clear, smooth air, with the sun shining and able to see for miles to the west. We've got a handful of alternative places to roost - local strips, other airports - so we don't even feel anxious except that our lunch will be getting cold!
We decide to explore the flank and the back of the squall line just to see how thick it is. Wherever we go we stay away from the cloud and make sure our back door is firmly propped open. We wander around the back and side of the line, looking for a way forward. At one point it looks like we can run straight home, but as we proceed it becomes clear that the cloud and rain have completely blanked off the ground where we want to go. We roll around in a lazy turn and head for the sunshine again. Our tanks have plenty of fuel and the flying is such good fun anyway. There is no hurry, no anxiety...except that we hope someone has put our lunch in the oven!
As we loiter on the flank we see another hole appearing. We can get in but leave our back door wide open. We slow down and drift downwind staying in the clear area. A couple of turns to slow us down and then there ahead of us the hangars and airstrip. The downwind end of the strip is still wreathed in rain and cloud but it's clearing by the second. We join and set off downwind. As we do the last of the squall line moves away and we make a flapless approach. This strip is notorious for a bit of a curl over on final in this kind of wind. Apart from a couple of little gusts it's all pretty placid, into the flare, and as I touch down a crosswind gust gets under one wing. I counter with some aileron, a little bounce and we're down. I concentrate for the taxi and realise I can still do even that.
This has got to be the best flying I can remember for a long time. Pure flying for the sake of flying, in an aircraft that makes me grin widely just thinking about it.
The best bit: two plates of lunch, covered with foil sitting nicely in the oven keeping warm!! I'll be back for more - flying the Classic that is.
Part 1 of Tailwheel Travails and a brief review of the Classic.

Tailwheel Travails - Lesson One

It shouldn't be hard right? I know how to start an aircraft, how to taxi it, how to take-off, fly and land. That means that flying a new type should be a snack! Wrong I'm afraid - much to my disgust.
If gliders qualify as taildraggers then I've got a fair bit of taildragger time. I suspect however in all the things that are important to flying a taildragger gliders don't count. That means that like many pilots of my age I don't have the rare qualification of being a "real" pilot, because I don't fly a taildragger.
I decided that as I did want to be a "real" pilot it was about time I did something about this glaring hole in my capabilities. I'm getting endorsed to fly a 'dragger. As you might have guessed from a previous post I've chosen the Zlin Savage Classic (called the Cub in Australia) as the initial vehicle for my mortification. So from time to time I'll write about my progress - or more to the point, lack of it.
Lesson one: We had the briefing - you know the one about the C of G being behind the main gear in a taildragger, unlike in a tricycle undercarriage aircraft where it's in front. That means that the tail wants to swap ends with the nose, the tail wants to go first and let the nose come along later. So the story is that as a pilot your only important job is to make the tail stay behind the main gear, and not just behind but straight behind please. Why straight behind? Well as you let the tail get out of line the aircraft will start to turn and the line of the C of G will move rapidly outboard on the outside of the turn. Once it gets beyond a certain point you are going to ground loop and nothing is going to stop you. So keep the tail nicely in line behind you please!!
Once we had got over the briefing we climbed aboard and the instructor said "let's go and do some taxiing practice". Taxiing practice? That's the first thing you learn when you learn to fly - you're kidding me aren't you? Not kidding and what's more let's pick an open area away from obstructions and other aircraft. Well even getting to the open area was a series of drunken lurches. Once a taildragger starts turning it keeps turning. Unlike a nosewheel aircraft where relaxing the rudder on the ground tends to see the aircraft returning to straight line progress, the taildragger keeps going round and indeed has a nasty tendency to tighten the turn. So to stay straight you watch the nose like a hawk and use little dabs of rudder to correct any deviation from the path of righteousness - and don't leave the rudder input in will you! The toe brakes can help too but we'll come to the difficulties of those in a minute!
OK we've lurched drunkenly to an open area and on the way avoided any collision with any object. "OK let's just turn to the right here - more power, keep her moving, why have you got all that rudder in?" This as the aircraft performs a perfect low speed pirouette. Without power the rudder isn't so effective so you tend to pile in more rudder to get the aircraft moving where you want it and then as you increase power to aid the process you have way too much rudder and around you go and unless you are very quick you keep going around. As for the frigging toe brakes, I couldn't work out how to hold one rudder pedal still whilst I rocked my other foot forward to use the toe brakes. By this stage the local idlers had moved into a prime position to view the fun. These are the guys who don't need to burn fuel to get their jollies, they just watch idiots like me and gain immense amusement from it.
Slowly it began to make sense: initiate a turn, release the rudder once you are turning, maybe use some opposite rudder to keep things seemly and never use too much rudder. Now lets see if we can taxi to the end of the strip without hitting the fence or making a runway incursion. At the first turn on the taxiway I conducted a graceful little groundloop and stopped only a few feet short of the runway. Over the radio "xyz turning final for runway 11 and I have the Cub in sight (giggle)". Sweating and red faced I encouraged the Classic back onto the straight and narrow and we waltzed to the end of the runway, managed to enter and line up straight and then took a deep breath.
Open the throttle slowly, feet nice and soft, eyes fixed on the far end of the strip, tail up slowly and we're are in the air. Straight, perfectly straight, fuss free! Climb out and wander off for some upper air work - time to understand the beast in the air. After a very benign session we head back to the circuit. The Classic feels great in the circuit and everything falls into place, no fuss on final, sliding down on rails and into the flair. The exhortations from the back seat start at about this point: "keep coming back on the stick, don't give up on her, more, more..." and we touch in the gentlest most graceful landing of my life. Little dabs of the rudder to keep her straight and we slow to turn off the strip and taxi back for another one. Well I managed to get through that without wrapping her up in a ball!!
None of the other landings were quite as good as the first, but my footwork got better and more assured. Of course if every landing was perfect we'd never bother coming back. My daughter is one of those pilots whose landings vary between very good and completely bloody perfect. She's fond of telling me that I have every reason to keep coming back to fly some more - one day I might just fluke a landing that's worth watching!! That's why you have kids.

Zlin Savage Classic - First Impressions

I flew the Classic a week or two ago - it's a copy of the old Piper Cub.

The one pictured was a photo I took in Italy, the one I flew was in Australia. They were initially designed in Italy I believe and are now manufactured by Zlin in the Czech Republic. In Australia this has been called the Savage Cub but it is officially the Savage Classic.

They are sold as a Light Sport Aircraft in Australia. MTOW in LSA config is 560kg which gave about 263kg of useful load.

The aircraft is powered by the Rotax 912ULS and has a Woodcomp wood grain style prop.

The first impression is of a very, very well constructed and finished aircraft that's great fun to fly. It's very simple - a small, well laid out panel, with an XCom radio slung under the edge of the panel.

Stick is central, throttle is to the left, just where your arm/hand fall. Below that towards floor level is the flap lever it's the old "handbrake" style. It requires a little effort to pull flaps on, but the biggest issue for me was being able to reach it. To quote the man at the clothes shop (Henry Bucks for the Melbournians) I have "a long back, short arms and a fat neck". So I found that when the seat was all the way back - which I needed - I had to loosen my left shoulder strap in order to be able to (just) reach the flap lever.

At middle height on the left and back beside the seat is the trim - a toothed quadrant with a lever on it. Pull the lever towards you, pull or push to set and then let it go and it engages with the teeth and stays where you put it. Trim was quite aggressive - one notch at normal cruise made a big difference.

I'm a novice tail wheel pilot so ground handling was an initial challenge. However visibility is very good and after a while it all began to fall into place. The toe brakes are very effective.

Once at the end of the runway it was simply a case of feeding in power, gently picking up the tail and we were flying. I have no idea at what speed - my eyes were fixed on the end of the runway - but I would guess at something between thirty and forty knots. Acceleration was very quick at close to MTOW. First stage flaps were used for take off and Vfe is 60 knots for first stage and 50 knots for full flaps.

Climb after flap retraction was 60 knots and about 850fpm. The nose was sitting just below the horizon and the fun was really starting. This aircraft translates every action to the seat of your pants. Great fun to fly.

Levelling off the first thing that takes some getting used to is the very low nose attitude for S&L. The horizon is well up the screen by the time you are settled into your 85 knot cruise at 4900rpm or so.

Slow flight simply required increasing back pressure until finally the Classic stopped flying with the needle hovering somewhere between 20 and 25 knots. This aircraft was equipped with VGs and they are tremendously effective. I think that the speed was pretty accurate and not the result of positional error at the high AOA.

Wing drop was virtually non-existent and buffet was similarly all but absent. The aircraft is very well behaved at the stall but not telling you too much either.

Turns require a little rudder and very little back pressure for even moderately steep turns. Again the tendency is to climb until you get used to the low nose attitude. Visibility is great with the centre section of the wing having a perspex panel.

Returning to the field the aircraft was remarkably loathe to lose height and we used a couple of moderate descending turns to soak up some height. The Cub showed no sign of wanting to drop its nose or tighten the turn - all very placid.

It was in the circuit that the aircraft showed its true colours. It is docile, highly predictable and well behaved. Approaching base turn we cut the throttle and as the needle dropped past 60 knots we put out first stage flaps. Trim fairly far back - and now the trim is much less sensitive - and the aircraft sat solid as a rock at 60 knots. Easy to manage and not at all busy.

Indeed the one thing that I found unusual was that there was no sense that this was a draggy aircraft - this despite the various struts and bracing wires. It didn't require heaps of height or power to keep it flying.

Turning final we slowed to 50 knots and got full flaps out. Trim almost right back and again the aircraft is highly stable. However there was no sense of high sink rate - unlike a Tecnam in this configuration.

Over the threshold round out, throttle closed and just keep coming back on the stick. My first landing - with some encouragement from the back seat - was an absolute greaser of a three pointer. And that's the only landing I'm telling about!!

Again I have no idea about the speed I landed but the aircraft was easily managed on roll out with little dabs of rudder to keep it tracking. The one thing that got me on a couple of my landings was the fact that you are actually sitting quite high up. I kept thinking the ground was further away than it actually was.

I had the very strong impression that this is an aircraft that would really respond when you wanted to squeeze it into a little, rough strip somewhere. Even on a first flight I felt like I was really communicating with and being communicated to by the aircraft. Just the kind of thing that would inspire confidence if you are near the limits.

Overall first flight impressions: A simple aircraft that's really nicely built and finished. You could have a very great deal of fun in this aircraft. It reminded me so much of the very simple aircraft of the past. No fancy instrument panels, everything simple and manual. An absolute joy to fly.

I'll have one to sit in the hangar alongside the long distance cruiser that flies 40 knots faster. That really is the only downside - unless you count not being able to see your significant other whilst you are flying along.

This is the manufacturer's site: Zlin Savage Classic