My First Tailwheel Lesson
 

To prepare myself for the maiden flight of my -8, a few days ago I completed the very first hour of tail wheel training in a Citabria. The lesson included cockpit familiarization, about 10 minutes of taxi practice and followed by slow flight, turns, a few stalls, and several takeoff and landings. As luck would have it, I had to share the weekday and normally quiet nearby airport traffic pattern with a T-28 and two R-22 helicopters practicing those things helicopters so often practice. Thankfully, the T-28 bugged out quickly. One of the R-22's made it a point to stop hover practice, clear out of the way and let me know every time I turned final and I thanked him for his consideration every time. Flying an unfamiliar airplane for the first time coupled with traffic and constant radio work, I was the sweaty student experiencing sensory overload all over again. On takeoff, I was constantly reminded to "raise the tail, raise the tail" and my natural reluctance was borne of imaginings of nicking that expensive propeller. Bottom line: If I were flying solo, I would have likely survived all 5 landings and 4 of the 5 takeoffs. My instructor for the day, a friend and owner of the airplane opined that I applied power a bit too briskly on the ill-fated takeoff. Doing so coupled with less than required rudder input for the rev's caused us to skip merrily along on one wheel while veering dangerously towards the side of the runway. What I did do with the rudder pedals just seemed to make matters worse. That was the one time during the lesson he took control of the airplane to instantly correct the error of my ways. I gasped as he chuckled. I do like the wide separation of the rudder pedals in the Citabria but I don't much care for its heel brakes. Because of the musculature and geometry of my big size 12 feet, it is much easier for me to apply toe brake pressure as opposed to using the balls of my heels to affect the same result. Taxiing the Citabria takes some real getting used to largely because of the obvious lead-lag time following control inputs and feels "spongy" to me. Immediately after the flight lesson and for comparative purposes while the memory was very fresh in my mind, I climbed into my newly minted -8. It is fitted with a Silverbullet steering link and I taxied all over the airport without any difficulty. It seemed an intuitive an exercise as stepping up from a Garmin 296 to a 496. The main thing is an altered perspective and to be constantly aware of the exact location of that tailwheel to avoid running off the pavement or hitting an obstruction as you swing about. This was only the third engine start and I do want to keep ground operations to a minimum until the new engine is properly run in. Still, ground handling in the -8 does seem more positive and easier than in the little red training plane. Rudder pedal inputs produce "right now" results...more like your typical RV nose wheel only with reverse geometry and as you might expect, the castoring tail wheel allows the airplane to easily and almost effortlessly turn about within its own diameter. At this very, very early date in my tail wheel transition experience, I do prefer the -8's overall ground handling Vis a Vis the Citabria.

All in all, my first tail wheel lesson was a heck of a lot of fun. As many of you already know when flying a Citabria, keeping the ball centered even in a simple level turn requires thoughtful rudder coordination and minor power changes require pitch trim adjustment via a wheel on the left lest the stick become awkward and heavy. Only the second airplane type I have flown sporting a joystick, I easily prefer it to a control yoke. Still, compared to my -6A, Citabria aileron inputs seem to produce a leisurely roll rate as slow and sedate as my old C-150.

I know I've got a lot of work to do to get up to speed yet I have little doubt my personal decision to build an -8 was the right decision for me. Akin to engaging in oft repeated and familiar slider versus tip-up canopy advantages, I view it as pointless and futile to endlessly argue nose wheel, tail wheel attributes. All I know is I am up for a new flying challenge and boy am I in for one! :)

Good job Rick.

The tailwheel thing will come-----and you will be glad:D

Patience is a virtue.

What Mike just said.
 

The -8 will be no harder than the Citabria...probably easier. What you will find out though, is the need for more right rudder in your -8, especially if you have a 180HP engine. You just gotta do what ya gotta do.

If you'll ease the throttle in without stopping, the right rudder needed will also be more progressive in either airplane.

Congrats,

Rick,

It was good to read your story and I hope other's who are afraid to fly a tail wheel will learn that putting the little wheel in the back is not to be feared, just learned and finally mastered.

Regarding the right rudder thing, even with the 135 HP I have in my -9, it still blows me away how much right rudder is required on takeoff.

One thing I enjoy doing is holding the brakes, going to full power, lifting the tail, release the brakes, and taking off w/o letting the tail touch the ground. :D

Like you, I was always afraid of a prop strike when lifting the tail or doing wheel landings. To solve this, my instructor had me sit in my old T-Craft, with the engine and switches off, he turned the prop until it was vertical, then he went back and lifted the tail until the prop tip was an inch off the ground. I thought I was going to tip over, it was as if I was looking straight at the ground. Anyway, that solved my reluctance to do wheel landings and lift the tail on takeoffs.

Fond memories:D

My first time flying my old Stinson, the instructor did exactly the same thing.

Pretty convincing demonstration.

I never worried about hitting the prop as much as just the fact that who pushes the stick or yoke FOWARD when the wheels touch....takes a little muscle memory but when you get the hang of it you'll love it. Wheel landings (one or two) are a trip. Have a ball.

p.s. don't forget to keep the stick in your crotch when you taxi...those unattended wings love to generate lift...lol

Prop clearance
 

It's not just nose low deck angles that cause a potential prop strike. You must also consider landing gear spread (squat) during a hard landing. Of course, we all land like a feather, don't we?

Bo

Congratulations, and stick with it, Rick. The first lesson is always stressful due to learning so many new things in a new aircraft. Soon it will become second nature.

Rick,
Some days I had no trouble, others I was a klutz (7ECA). Then I happened to look at my shoes. The running shoes with the angle out to a wider sole gave me fits, yet my old Stan Smith tennis shoes were fine.
In winter my leather boots with the vibram soles were ok but rubber soled overpac's were lousey. For me, what I wear on my feet definately effects my
feel for the airplane.
As for the 6" lift of the tailwheel. That I had no trouble with but I would "rock" the plane onto 1 main then liftoff. I was unaware of this, until my instructor asked, how long had I been flying on floats? Oops, my bad.
Have fun.
H

good job
 

I learned to fly in a tailwheel (C-140-a) This was the best decision you could have made.