Wheel Landings in a Tailwheel Cub
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- čas přidán 4. 09. 2015
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A nice 3-point, full-stall landing on a calm day is a wonderful thing in a tailwheel airplane; but if there's a crosswind and runway length is not a factor, you will want to perform a wheel landing in most tailwheel airplanes. Slow descent, power to keep the tail up and stick forward after you kiss the mains on the runway. I give you a taste of what wheelers are all about in this 5-Minute Fly The Wing Flight Maneuver video, in an American Legend Cub.
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Good memories doing it!
I owned an F-19 Taylorcraft in 1986, N2003L, in north TX where the wind always blows. The old school aviators who I was around, all WW2 pilots, always said a good full stall landing was worth a dozen wheel landings, and in the 600 hrs I logged in the T-craft I learned they were right. If a gust of wind hits you during the transition from tail up to tail down the plane will weathervane into the wind, even locking up the opposite brake won't keep you on the runway, Ive experienced it several times, luckily I got stopped before going through any fences. The best technique for gusty cross winds is a full stall 2 point touch down with the wing low, main gear facing into the wind and tailwheel touching down at the same time. If the wind is blowing to hard for that, never be afraid of using the width of the runway to land, after letting several friends fly my T-craft I realized that people gravitate towards wheel landings because of the better forward visibility and the sense of more control the higher speed gives them, but wheel landings are definitely not the way to go in GUSTY cross winds, at least not the type of wind we get in north TX.
different strokes for different folks. My creds: 15K + hours in NM, West TX, all over Mex in T-crafts, Cubs, Champs, T-6s, C-0180 & 185, Twheel RVs, MM2, Pitts, Pawnees, Ag-Wagons, Snows, C-47s, D-18s, maybe 30 more.. As many hours in Beech 17 as the others combined. Could not disagree with you more. Your W Tex buddies a different group than mine. My first paying job was with a guy who flew the Michoacan outback in C-180s and PA-18s. He hired me cause he'd just caught one of his pilots 3 pointing a C-180. 3 pointers were a firing offense. Advantages to wheelies: 1) you can see where you're going, very useful on narrow strips. 2) You can brake hard and soon w/o fear of nosing over or ruining tires, very useful on really short strips. Best full explanation of 3 pointers v wheelies I know is in Stick And Rudder. I make the chapters on this subject required reading for people to whom I'm giving tailwheel endorsements. Old argument, never will be settled, but hang around an airline or ag op staffed with pros for awhile, and I think you'll find most do wheelies most of the time, almost always in gusty Xwinds. .
Yes, great information on the Wheel landings. A 3-pointer is a wonderful thing on a calm day. I remember in the plains of Texas we had one of those days in 2003!
My new favorite channel. Awesome teaching, Garry. Thanks.
Thank you for the wheel landing training.
Miss your vids Gary!
I love the J3. It’s true stick and rudder flying at its finest!
Thanks for another great video and tips!
Working on wheel landings on grass now in a J3c-65. Very informative video. Thanks for sharing.
Still working on this Gary. I think this video will help.
great control, with a lot of practice I hope to be there one day
Thanks, good insight. Really appreciated.
Fantastic video!
Great video!
Great 5 min videos
Love the short final.
Intellectually, I know the prop won't hit. Viscerally, when the center stripe fills the windscreen and it feels like tipping over, is something entirely else.
great video
Thanks for taking us along. Great camera 👍 placement. I just subscribed .
Absolute best how to. thanks very much.
Hey Garry, Thanks for yet another great video!
Thank you. despite having a great CFI get me through Tailwheel transition I don't think I ever fully got the wait for the tail to drop part of the wheel landings. In fact, I think I'm overdue for to tailwheel time :)
Great instruction.thx
Working on this now Gary. I think this will help.
Excellent. Thanks for the "negative angle of attack" comment. I keep seeing videos where they represent a wheel landing as being something in between full stall and what you do. What's the point of a wheel landing if you don't pin the gear to the runway with negative angle of attack. Their method also likely reduces air flow past the rudder...that grey area you pointed out. My solo X-C was in a Luscombe 8A to a narrow strip with 90 degree X-wind. I followed my training, gritted my teeth, and shoved the stick forward as soon as the wheels touched. As you mentioned, a student has to get past the fear of prop damage to make a good wheel landing.
I have a no electric 7AC Champ. I got to fly a few hours with a good CFI in his 8A. I really like that airplane, and when I bought the Champ was also looking at 8A's.
Hi Gary great stuff per usual and also great flying w you a few months ago let me know when your ready to fly again after this Covid 19 bs!
I would bet learning tail dragger landings makes for better landings in other planes simply because you have to learn decent control to avoid the bounce like with bush planes with bigger wheels. Helps learn pitch and airspeed control on landings.
As usual, great material. (I'm #1 Yeahhhh)
nice
Hey thanks. I had been shying away from the possibility of standard gear A/C, but maybe there is hope. I was thinking that for wheel landings I should come in hot and just allow the A/C to settle. Hmm...maybe not.
Based on the airport where I will be home based wheel landings would seem the preferred method. (6,000 foot runways)
Wheel landings have some advantages, but they can be much more dangerous then 3 points! If a gust of crosswind hits you and your plane turnes into the wind i prefer that the Tailwheel is pressed on ground and not airborne.
And 90% of all flip over with a Tailwheel aircraft Happen due to wheel landings. With a 3 point Landung you can really brake hard if you have to. Do that with a wheellanding,..... you will destroy the plane. The next is that the tendency to a Groundloop is never with high speed when you are at ground, it starts at low speed when you think the landing as already finished! But in a Tailwheel aircraft it’s finished when you plane is inside the hangar.
Wheel and 3 point landings have both advantages, the Supercup is super easy to land, no compare to some other taildragger beasts. But after more than 1000 Tailwheel landings...... I can only say that whenever I have crosswind I go for a 3 point! I want the Tailwheel down to have better directional control ..... and if you land with minimum speed in approach the time you have to fight the crosswind is less.
Both landings are good, but to say the wheel landing is THE solution for crosswind is not really a good idea
And Sir: perfekt made video, i enjoy watching them. Well done 👍
There's a lot of opinion and personal preference there. Can you source your claim that "90% of all flip over... due to wheel landings."? Not sure where you're getting that. And ground loops don't happen based on speed; it's when the tail gets out side the track of the main wheels and centrifugal force takes over. It's geometry; not speed-related.
I hear you say airspeed AND energy. So obviously the energy is something different than the airspeed. What do you mean when you say energy?
Garry....I am a retired A&P, that has flown since I was about 15 years old.....just never had taildragger time. Ego does NOT prohibit me from claiming that I am a better mechanic than I am a pilot. I am not a "great" pilot....but I am a SAFE pilot. This all being said, I am building an LSA taildragger,auto-conversion(suzuki) that I plan to EXCLUSIVELY use on paved surfaces. This design flys "exactly" like a cub(from what 3 seperate owners told me). The flight physics of a conventional-gear craft seem a bit more acute vs a tri-gear....IE...active feet are best. With this in mind,is there ANY real reason that I SHOULDNT ALWAYS go for a wheel landing vs a 3 pt?? It is my assumption that if I encounter higher winds upon landing, I would have better landing/rollout control(assuming I do "my part").Thanks for the great vids! Bob
You'll find you're in "no-man's land" for a few seconds as you bring the tail down after a wheel landing. Many a ground-loop occurs at that point, as control effectiveness fades and any wind becomes a bigger component compared to your decreasing airspeed. In a strong or gusty headwind, you'll want to do a 3-point full-stall landing pretty much every time. (See *John Doe's* comment below...)
I'm no expert and need a lot more experience. But I always do a wheel landing on pavement. 3 points are easy (for me) on grass but can be pretty scary on pavement. This guy's video is perfect, come in a little fast and keep dancing on the rudder until it is starting to slow down. Like the other's said, there is a second or two where you don't have as much control while the tail is settling. That takes the experience.. don't bring the tail down too early or it will balloon back up and scare the heck out of you. Keep the tail up too long and you don't have enough rudder authority as it slows down.
I once told an old timer with many hours in taildraggers I was going to go up and practice wheel landings,
He said, Why?