1991 grandfather clause
sf3543 said:
Hugh
I didn't mean to insinuate that you or any of the other RV pilots can't/shouldn't use the 3 pointer for Xwind landings, just pointing out that I was taught to use the wheel landing for that. In my experience, it is a better method for heavier Xwinds, although I have seen quite a few RV pilots make 3 pt landings in heavy Xwinds and it seemed to work out ok. It seems to work better in the low wing RVs than it does in the Cessna's, Champs, etc.
If I remember correctly, back in the 90s, the Feds ruled that if you didn't have previous TW time in your log book, you would be required to get a TW endorsement, from an appropriate CFI, in order to legally fly TW aircraft. Can't remember the date, and can't remember the number of hours required. All I know is I had enough TW time not to need to go get it, at the time. I'm sure someone will chime in on this one.
Yep that is all true.
All pilots need a one time endorsement for tail wheel planes. Exception: Endorsement not required if the person logged PIC time in tail wheel airplane before April 15, 1991.
There are no min times, written or check ride, just a sign off by a CFI. As a CFI have done a few TW endorsements. It can be from one flight and an hour, to two or three flights and 3 hours. Funny thing, most CFI's have zero tail wheel time now a days. I find if you can land a Trike real well, in all conditions, the transition to TW is a non-event. If you have issues and bad habits with your Trike landings it will not go well on a TW, which I suppose is a little less forgiving, but on the other hand its more satisfying, plus the kit is easier to build, cheaper, lighter and a scooch faster.
You need the flight evaluation/training & sign off, but there are some good books and videos out there on the tailwheel topic, even for existing TW pilots. I recall one from "Sparky Imeson". He has books and videos on tail wheel and mountain flying. I recall one of his mountain flying videos showing TW technique. He also has a book. Many basic training books also go into to tailwheel control, technique and "theory". Its very easy as long as you understand the CG wants to get in front of the main wheels and you don't let it.
There are some unique aerodynamics and physics at play with tail wheel planes that are important to understand.
One - the CG is behind the main gear but the CG wants to lead the parade; Two - There is more fuselage side area exposed aft of the main wheels, so the plane wants to point into the wind.
Both of these contribute to the infamous ground loop. If you understand One and Two, know how to keep the CG behind the mains wheels and plane pointed the way you want, you win. Simple solution is keep the CG behind the main gear and use all the controls to keep from weather vanning.
When I first learned TW I learned "Happy Feet", small quick corrections, all going back to a middle or reference position, like a tap dance. In general with little or no wind, I hardly move the rudder at all, which is kind of boring. On windy days more happy feet and fun, but still small quick corrections all returning to natural, where natural may be off to one side, depending on prevailing X-wind. The idea is have that basic position you return to that gives you some reference while making small corrections. Of course if its a challenging day, you may need almost all of the rudder and even some down wind brake dragging. Of course Aileron into the wind must be there. It does not help if the upwind wing gets picked up, regardless of rudder inputs. It's a bit of pat the stomach, rub the head coordination, but that is the fun part.
Back in the day ALL planes where "Traditional Gear". It was not until the Piper Tri-Pacer came out in the 1951 was there a mass produced trike. The Ercoupe (trike) came out first in 1940, but the Piper production from 1951-1960 where greater (about 8,000 built). Sure there where military trikes in WWII, but retracts and usually larger planes. Fairly quickly the trikes took over general aviation in when Cessna came out with the C172 in 1956 (+35,000 built) and the follow on C150/152, C182 and other model variations, all with nose wheels and built in huge numbers.
Of course only "real men of genius", real pilots fly taildraggers.