GAZOO
Pre-takeoff checklist
Yep. CCB. I have begun flying Foothill FC's Aeronca with Rick S.
Ya Rick is my inst. too
Yep. CCB. I have begun flying Foothill FC's Aeronca with Rick S.
Well u guys do it your stabbing the pedle way.
And I could care less if i spell it right.
I put a lot of effort into flapping the rudder in a 65 Hp T-cart just to help fan it along.
Taildraggers have a big advantage on rough and soft fields and a huge advantage on skis.
Taildraggers are officially referred to as having conventional gear. It's the nose draggers that are unconventional. :wink2:
Tell us how many tri gears there are in Alaska, used as bush planes compared to taildraggers. Don't mind henning and his weak example of the c-130 on skis....( one of the very few trigears easily adapted to skis due to the gear layout.) he likes so much to have the last word, even when , in many instances it's wrong. The nose wheel in back country flying is an accident waiting to happen. Well known.
Are you kidding? The U-206 is the mainstay with plenty of 207s and even 172s working. I'll go heads up against any 180 or 185 with a King Katmai 182 and smoke it for performance on anything. The most used bush plane in Australia is a Bonanza.
Beaver has the "drum door", it is ultimate bush load hauler where you can't stick a 208.
Not any more, the P&W is simply too costly to use, MY friend just retired the Beaver and up graded to the Cessna carry van. Single pilot part 135 freight dog.
Cost of fuel simply got way too much.
My biggest challenge, turned out to be my biggest area of improvement, and that was completely burying the stick in my lap on touchdown and using my feet only, unless I had to use the stick due to winds.
IThe aircraft started veering severe left real quick (aided by some crosswind from the right, I think), and from there it was not pretty.
The workhorses in the Idaho backcountry are the 206, 182 and Islander. Only a few of the charter outfits fly 185s and Super Cubs. In Alaska the airplanes operating in the bush on mostly unimproved or no strip at all are tailwheel. But most going into the little villages with some kind of strip are again 206, 207, 208 and one outfit that operates a fleet of Cherokee 6s. Don
There is always the turbine Super Beaver. But a Beaver with a 985 can run on MoGas, so it shouldn't be as bad as a turbine. Unless things have changed recently, 985s were pretty cheap on maint & overhaul costs, was less than a TSIO-520. The 208 is a better money maker if you can use it.
Sounds backwards. Right crosswind should cause right yaw, not left.
Just finished another training flight in the champ. Did not go well. This was my first flight in the front seat. Almost crashed on take off because things happened fast, the aircraft veered to the left and I did not respond quickly enough with LARGE enough control inputs. CFI had to take over and he somehow kept us from crashing.
He landed it and we spend the rest of the lesson simply taxiing around the airport so I could get used to ground handling.
Handling this thing reminded me of an old pick up truck I once drove. You turned the wheel and three seconds later it responded. Brakes kind of worked
Not sure if I am looking forward to the next flight, but I am not going to give up. I want to master this beast.
I compare it more to learning a unicycle. Not many unicyclists here(or anywhere) so it's a difficult comparison.
One silly thing is to remember to look well down the runway. So often in the learning phase pilots concentrate too close to the nose of the plane and loose the proper sight picture on touchdown. I know I did...
You can't look well down the runway from the backseat of a Cub much less the N3N in my avitar. I use peripheral vision glancing side to side to gauge height and drift. Don
You can't look well down the runway from the backseat of a Cub much less the N3N in my avitar. I use peripheral vision glancing side to side to gauge height and drift. Don
That's helpful, Tim. Thanks.
Many thanks to Ron Dillard for sending me a great write up he uses for his TW students. Lots of good stuff in there, including:
"When taxiing a Taildragger a good technique is to keep your feet moving at all times. Think of it as being proactive instead of reactive. If you are constantly putting small alternate inputs to each rudder pedal you can feel what is happening as it happens. If you sit quietly and wait for something to happen you will be much slower to feel the need for a correction and much slower to make the required correction, maybe too late."
I sure learned this today!
Also:
"Each event in the takeoff roll, power application and the raising of the tail should be anticipated by applying right rudder just as the event takes place, do not wait until the correction is needed (be proactive, not reactive). By anticipating what correction is needed, then following up with further corrections as needed the airplane can be made to track down the runway perfectly straight. Rule Number 2: Keep it straight."
Will do, next lesson!