kaz3g

...I do think you are oversimplifying the difference in handling characteristics though. Apart from some "pig designs" as you put it, all taildraggers are handled quite differently to tricycle types and there is definitely a different set of skills required as you well know and they definitely can bite you in a way that a tricycle cannot....<snip>I think what many of us taildragger enthusiasts enjoy is the challenge of getting it right.... And yes when you are current they are easy to land, but with a taildragger "currency" is a lot more relevant.

There are different skills involved but every pilot who survives the next flight is either a person of skill or very lucky, no matter whether they fly TW or tricycle.

TW aircraft were the norm until the 1950's and most of those early aircraft were designed to use all over air fields --- you simply took off into wind wherever it came from. Flying those same machines from directional strips today is far more demanding. I sometimes think it takes a certain psychological defect to go about life as aviators with just a tiny wheel (or skid for the purists) out back for support.

Later aircraft, such as the C170 - C185 series, Belanca's and even shortwing Pipers have far better cross-wind components and hence directional stability than most of the earlier ones (Luscomb is an interesting exception). For example, Tigers and Austers (without the tail mod) had a max X-wind of 7 knots. That's not an awful lot!

And, forgetting the oldies, quite a number of modern aircraft do have TW's. The RV series is a great example in the VH category while a heap of RAAus machines have them including Sonerai, Rand KR2, Lightwing and Sapphire to name just a few. Even the Jab comes in a rather swish looking version with the tail on the ground.

I landed at Mangalore for fuel today because the bowser at Locksely was closed. Apart from the $9.50 landing fee now in place, I was also distressed by my inability to land just once in the cross-wind which I guestimated was around 9 knots. I actually made my 90 currency requirements all in one go:sad:

I hadn't flown since 5 December and it showed!

My next landing at Coldstream was ever so much better and I had just one little skip which was easily dealt with using a small burst of throttle.

Incidentally, because I like to watch others arriving and look for the mains to contact before anything else or perhaps a 3-pointer with the tail down, I haven't been able to not notice the number of tricycle gear pilots who wheel barrow on landing and/or takeoff. These pilots are not stalling their aircraft on which is how most all of us are supposed to arrive and/or are trying to hold their aircraft on when it wants to fly.

The former is definitely a recipe for disaster and the latter decidedly untidy.

kaz

How do the pilots reach the peddles! :-)

"Any suggestions on how to fly (to Melton) from Coldstream/Lilydale VIC with only a RAA certificate? IE no GA endorsements thus no CTA."

Hi EJ.

The northern route described in Nev's response is the shorter and perhaps the easier of the two if the wx is ok. But, whether north of south, be aware of those steps and the proximity of both CTA and the circuit traffic of nearby airfields as well as rising ground near Mt Macedon.

I think there will be a few of us going from Coldstream so we might be able to play follow the leader on the day.

kaz

What sort of approaches do you fly?

On the funny side, I am so used to flying taildraggers and doing full stall landings that on the odd occasion when I fly C172/C182 type, my instructor has said "we are going to fit a tail wheel to that Cessna David just for you....."

Apparently my 'hold off' technique prompted the comments.... I did consider it a complement.

 

David

One of the other interesting things about flying taildraggers is that many of us tend to do glide approaches when landing. This was the standard approach flown years ago (and is the only approach advisable in gliders :big_grin:) whereas today we are commonly taught to fly flat, powered approaches with everything calculated on a pattern of standard heights, revs, angles, etc.

Even though the Auster has flaps like barn doors, I routinely side slip to lose height on base and/or final, and usually only hang out one stage of flap on hot days as the Auster tends to float and float and...

I did a check with an instructor in a C172 M a while back and was accused of doing "space shuttle" approaches. Apparently she found a windscreen full of ground a tad disconcerting. I personally find the prospect of losing power on approach and not being within gliding distance a lot more worrying.

What sort of approaches do you fly and why?

kaz

Hi BlackRod

On my reading of the reg this is technically correct. I guess there are practicalities for larger dogs as the container size would prevent it being placed inside the aircraft. If you are into cats or little dogs a container would be fine.

I didn't quote the whole regulation and anyone seriously considering the issue should refer to the CAR's and seek appropriate legal advice as necessary.

kaz

Hi Nev

If my old memory serves me correctly, it was actually Mr Piper who got into the tricycle stuff with his shortwing Pacer PA20/Tripacer PA22 series and it was the flying schools who saw this as a way of reducing costs by lowering the rate at which bingles occurred... taildragger/tailwheel aircraft do have a bad habit of testing pilot competency.

Interestingly, most of the tailwheel Pipers now flying here seem to be retroconverted PA22's because the owners are flying for fun and not for a basic licence.

For those that enjoy these things, the shortwing Pipers have hydraulic toe brakes whereas classics like the Luscomb and Auster have heel operated mechanisms connected to cables euphamistically called brakes. Most variants of both of the latter aircraft have 36' wingspans and are therefore definately not a "shortwing" design.

The factors that tend to make the TW types a bit more demanding on the ground include:

1. The wing is at a high angle of attack when the tail is on the ground and is more susceptible to cross-wind effects;

2. The P effect tends to caster the aeroplane in the direction of the airflow from the prop; and

3. Cross-winds act on the fuse and tail causing the aircraft to try to point into wind.

Add to that your limited visibility until the tail comes up and you have a bundle of excitement.

My Auster has the bigger tail conversion so it has a max x-wind component of 9 knots. The normal tail variant and Tigers are 7 knots. Bit different to the 15 knots + of most training trikes, eh? Flying one of the oldies is good for the soul and teaches you to use the whole of the (width of) the airstrip.

Once bitten with this bug it's terminal from there on in.

kaz

I think John McCormick got off to a bad start and I hope the response has shown him that GA is not the military.

The changes to airspace (GAAP to Class D) were rushed and the process was not supported by adequate consultation beforehand. It wasn't even apparent what version of the rules they wanted to put in place at the outset let alone how AirServices was going to staff the towers. But it's being sorted now.

His reported comments about flying being a costly business and the inference drawn by many that he therefore had no time for complaints about excessive regulatory costs were also disappointingly bereft of understanding that a lot of us are ordinary folk who aren't wealthy but have a passion for what we do and what we do it with.

But he is a keen aerobatic pilot who owns a military bird and he is new in the job so we should probably give him time to find his own feet and offer him encouragement to come and see for himself how we conduct ourselves.

I doubt life will be dull these next few years!

kaz

Dogs and the CAR's

Hi Kaz....hows the Auster going.I didn't realize you needed a permit, I thought all you had to do was adequately restrain the animal so as not to become a risk to control of the AC?

 

David.

Hi David

It's all made clear here:

256A Carriage of animals

(1) Subject to subregulation (8), the operator of an aircraft may permit a live animal to be in the aircraft only if:

(a) the animal is in a container and is carried in accordance with this regulation; or

(b) the animal is carried with the written permission of CASA and in accordance with any conditions specified in the permission.

Penalty: 25 penalty units.

(1A) An offence against subregulation (1) is an offence of strict liability.

Yes, it does seem pretty steep but it's much better than being caught without it and receiving the penalty and a conviction. I can't afford an ASIC for the dog but no-one ever asks for it anyway...

I've only been asked for mine on one occasion - at Alice Springs - and the MAN said nothing about Mandy at all. He gave me a hard time, though. I guess 65 yo female terrorists complete with dog commonly drive 65 yo rag and tube aeroplanes full of explosives into the civic infrastructure there?

I know a lot of people are carrying their working dogs and/or pets with them, especially in rural and remote areas but a number of these are unrestrained and the fear is they become missiles in the event of a sudden stop. Permit or not, a good harness is a great safety asset.

kaz

Hi All

Its great to see some of my fellow flyers take their dogs with them when they aviate. My Kelpie, Mandie, has travelled a long way with me.

Mandy has a permit to fly issued by CASA under subreg 256A(1)(B) of the CAR and it cost me $165. It is a continuing permit; there is no expiry or renewal date. This avoids me being prosecuted which would be very embarassing (I'm a lawyer).

She has a harness which is secured to the rear seat belt and she has mutt muffs to help protect her sensitive hearing from the noise of an 0-320 in a rag and tube fuse. She sits on a canvas backed absorbent pad but has never needed this added protection from wayward body fluids. I carry spare water for her as well as me and I erect a sunscreen for her when the weather is warmer.

I can't say she really likes flying but I do know she hates being left behind.

kaz

Love the dog...

Hi Sue

I love the dog and I hope she travels well. My Mandy has a permit to fly, too.

Not wanting to bag anyone or anything like that, but I thought you were supposed to take the training wheel off once you learned the basics?

I fly an Auster as old as me (we were both built in 1944).

kaz

Hi Max and welcome from another oldie... we are the same age.

But age isn't a barrier. It's just a reservoir of experience waiting to be tapped.

Go for it!

Best wishes

kaz

Hi Dick

You forgot to say "beautiful" when introducing your Chippie!

For anyone looking to fly from a friendly airfield near Melbourne, Coldstream is a great choice (no landing fees).

The RA stuff has really taken off (yes, I know...) a situation that is no doubt a sign of the times and Dick is a bit of a legend when it comes to instructing whether right way up or upside down.

If you are calling in, PPR (a phone call) is required so you can get the gen on local procedures. See ERSA for more details.

Kaz

I love it and I guess you can tell

Planey said: "Nice one kaz" and included a photo of BYM taken at the recent Chipmunk fly-in at Tocumwal.

Thank you. I really do love her and find her a great thrill to fly. I was awfully nervous of her at first but have come to understand that all will be well as long as I abide by the rules (funny that):

1. Slow down early in the circuit rather than later and be aware everyone else will want to get out and pass you (I'm doing a 100 knots on start of downwind and need to get it back to about 45 by the turn onto final - stall is 24 knots in landing config);

2. Balance aileron and rudder (there is nothing like an Auster to show up ham/lazy fists or feet);

3. Go round if the landing is anything less than a good one (she really does BOUNCE);

4. Land as near into wind as possible (the max cross wind component is 9 knots as she was built when airfields were all-over);

5. Be prepared for a looonnnnggggg float when landing on hot days on tarmac (she thinks she's a glider);

6. Keep working the rudder to balance P-effect with power on and the strong tendency to turn into wind when landing or taking off (incipient ground-loops are scarier than incipient spins);

7. Get the into wind wing down and do it early (see above); and

8. Be gentle and ALWAYS speak to her nicely!

Cheers

kaz

Hello everyone.

I have an Auster "Ajax" which is one of a kind. It started life as a J5 Model D built in 1944 and test flown in 1945. It was originally fitted with an 0-290 Lycoming and saw service with the RAF in Germany, etc before being mothballed. In the early 50's it was sold to Kingsford Smith and fitted with a surplus Gipsy. It also had a larger and strengthened tail installed along with modified perspex. More recently it was extensively refurbished and now has a 160 hp 0-320 up front. It has less than 900 hours TT.

The bounce was left in during all these changes.

I was also built in 1944 and bounce too if treated roughly! This makes us both 65 so we fit together petty damned well...

Nice to be here.

kaz