By Steve Krog, EAA 173799
This piece originally ran in Steve’s Classic Instructor column in the August 2023 issue of EAA Sport Aviation magazine.
In the past few weeks, I’ve had a number of individuals come to Cub Air for tailwheel training. Three had a tailwheel endorsement, but two had never soloed a tailwheel aircraft. Each individual had a different story to share, but after hearing them, I can only say I truly respect these individuals for coming forward and wanting more training.
According to the FARs, a tailwheel endorsement can only be issued when the individual can satisfactorily demonstrate three-point (sometimes called full-stall) landings and wheel landings under normal and crosswind conditions. All three lacked confidence in their tailwheel flying ability and thankfully sought out more training.
One student had purchased a tailwheel airplane and was given eight to 10 hours of dual instruction by the owner before flying it to Hartford (KHXF). All the flight hours were accomplished on turf under light wind conditions. We have both turf and hard surface runways at KHXF, and the individual would fly when the wind was light and variable favoring the turf runway. More than once he managed to demonstrate a slow-motion ground loop. No damage was ever encountered other than wounded pride.
After not flying for several months over winter, this individual decided this spring day was much too nice not to fly. The turf runway was still closed, so it was time to test his abilities on the hard surface. For most this would be an excellent choice as the wind was near dead calm and the temperature around 50 degrees Fahrenheit.
The takeoff and subsequent flight were both pleasant and uneventful. When it came time to land, nerves were on edge, the calf muscles tight, and the grip on the control stick became a death grip. The approach looked good, speed was right on, and the flare was as desired. But then the wheels touched, and suddenly the airplane was heading to the right side of the runway aimed at the piled snow. A second or so later, the aircraft was firmly embedded in the snowbank.
With a little help we removed the airplane from the snowbank and moved it back to the hangar. As the nerves settled and muscles relaxed, we began analyzing what had just happened. After touching down the airplane drifted to the right. Rather than applying the left rudder, the pilot took his feet off the rudder pedals and began trying to correct by applying brakes. In essence, the tail was in a freewheeling mode and had a mind of its own.
In all fairness to the pilot, part of the problem can be attributed to the tail wheel leaf spring. The U-bolt holding the three leaf springs in place had broken, allowing the leaf springs to move and preventing the tail wheel from full and correct travel.
It may have broken due to wear, or it might have been when the tail wheel was flapping side to side putting an undue load on the leaf spring. However, removing the feet from the rudder pedals and trying to take corrective action via the brakes only also led to the ego-bruising event.
The second individual had a somewhat similar story. He received about 10 hours of dual instruction, resulting in a tailwheel signoff. Not feeling comfortable or confident, he decided he needed some additional training as he had never done a crosswind or wheel landing and had never taken off or landed on a hard surface.
It’s hard to believe that an instructor would sign off on an individual like this without meeting the needed requirements. Thankfully, this person wanted and needed more training before ever attempting a solo flight in a tailwheel airplane.
After flying twice each day for five or six days, the confidence and proficiency returned. He was now ready to safely fly tailwheel airplanes upon his return home.
As a flight instructor, I really must question how in all good conscience an instructor could sign off on a tailwheel endorsement for both individuals. In my humble estimation, both were destined for failure, and the first example mentioned did just that. I don’t think I could sleep at night under these circumstances.
A third individual came to us with a tailwheel endorsement as well. But upon reviewing the logbook there were only three hours logged in a tailwheel airplane. We discussed the previous training, and I learned that little was done in the way of accomplishing the necessary requirements. This person, a young CFI, wanted to be able to provide dual tailwheel instruction but was more than apprehensive about doing so. Questioning their own proficiency and safety, the CFI turned down providing tailwheel instruction to others until receiving further training. This individual went through our training program and is now performing tailwheel instruction.
Another young man from Florida came to Cub Air at the suggestion of his grandfather, a corporate pilot. The surface winds during his time with us were less than ideal, so he received a lot of good crosswind experience on turf and hard surface runways.
Toward the end of his training he asked about ground loops, so one of our young CFIs demonstrated a crosswind ground loop on the 200-foot wide turf runway. After seeing and experiencing how it developed and what to do with the controls, he vowed to never forget using the rudder pedals ever again.
The most difficult part of learning to fly a tailwheel airplane is to first forget everything you ever heard from the hangar coffee klatsch crowd. Most have little or no tailwheel time and are just repeating the stories heard from other older coffee klatschers. Tales like, “You better be careful because that tail will come around so fast you’ll never see it coming!” Forget all this nonsense and “free but untrue” advice.
The next most difficult step in learning to safely fly a tailwheel aircraft is to use your feet. This is an art that is often neglected when flying the usual tricycle gear training airplanes.
After a thorough preflight inspection of the Piper J-3, we start by just learning to taxi the airplane. Traffic permitting, we use the 200-foot wide turf runway and practice making S-turns the full length of the runway. This teaches the required lead and lag time required to make turns safely. Then if time and conditions permit, the instructor handles the power and the control stick while the student has the rudder pedals only. Some power is applied while holding the stick back. The groundspeed is well below liftoff. The student then must apply rudder pressure as needed to keep the airplane on a straight-line track.
Takeoffs and landings are initially done on turf. This is where we begin developing the sight picture for what one needs to see and do. In the three-point attitude, forward visibility is blocked. It is necessary to look about 30 degrees left or right of straight ahead. Your peripheral vision catches the side of the engine cowling, which tells you if you are drifting left or right. Your forward visibility maintains your depth perception. Looking 30 degrees left or right of center, track that line of sight to where it intersects the edge of the runway.
On a normal 75-foot wide hard surface runway, this is equal to about two runway lights ahead of the airplane. When flying off our 200-foot wide turf, the line of sight is about 150 yards ahead of the airplane. Maintain this visual during the takeoff roll.
The most common mistake made at this point is trying to look over the nose. Until the tail lifts off the runway, forward visibility is obscured. Even then, depending on the airplane being flown, visibility remains obscured throughout the takeoff roll. The second most common mistake is the lack of rudder usage. Without proper rudder inputs the takeoff roll will have a decidedly leftward track. This often leads to too much rudder input, launching the airplane in the start of S-turns that become more severe the longer the aircraft remains on the ground.
What I like to do with tailwheel students is to begin pattern work on turf. When the student can keep the aircraft reasonably straight, I transition to using the hard surface for takeoffs but remain on turf for the landings. This method really helps the student develop smooth, rapid rudder inputs with minimal risk.
Tailwheel landings can be quite interesting during the first one or two hours. Three common mistakes are usually committed during this phase. The first is losing sight of the runway as the aircraft levels off and before the flare even begins. A student will usually try to continue looking over the nose, resulting in loss of depth perception. This results in a good bounce type of touchdown. Without depth perception, the student pilot does not know if they are 5 feet or 1 foot above the runway.
The second mistake is freezing on the rudder pedals. Both feet are firmly planted on the pedals, exerting massive foot-pounds of pressure. Leg and calf muscle relaxation are mandatory if a good safe landing is to be made. Never push and hold on one or the other pedal during the landing and rollout. Rather, it is a matter of tapping and releasing rudder pressure. Pushing and holding creates S-turns and ultimately a spectacular ground loop.
The third mistake is the lack of continuing with the control stick back-pressure and then keeping it full back until coming to a stop. Most all tricycle pilots will relax or even let go of the control stick once the main gear touches the runway surface. This results in some outstandingly high bounces between each of four or five touchdowns. The observing peanut gallery will get some great laughs at your expense as you try to corral that beast of a Cub.
Tailwheel training is not to be feared. Rather, it will make one a much better and more proficient pilot. But be certain of the training you are getting, unlike the tailwheel students mentioned earlier in this article, and know that you are a safe pilot.
Be safe, stay proficient, and have fun!
Steve Krog, EAA 173799, has been flying for more than four decades and giving tailwheel instruction for nearly as long. In 2006 he launched Cub Air Flight, a flight training school using tailwheel aircraft for all primary training.