<\/h3>\nSo, I think that we ought to take a look at the number one cause of the groundloop.\u00a0 This is my opinion:\u00a0 Lack of heading control.\u00a0 After all, if an aircraft is landed off runway heading, that heading will simply start its rather rapid turn which the pilot may not be able to stop.\u00a0 So, shouldn\u2019t we be spring-loaded to maintain runway heading?\u00a0 Similarly, shouldn\u2019t we use a bit of our training time to have an applicant run up and down the runway, perhaps while doing some small slaloms to each side of the center line in order to get the feel of the aircraft\u2019s desire to turn and, more importantly, to increase the speed of its turn?<\/h3>\n<\/h3>\nI think the answer to the question above should be a resounding \u201cYES!\u201d<\/h3>\n<\/h3>\nThat is why, at Tailwheel Town, the flagship maneuvers are Multiple Landings and Landings in a Turn (videos of those maneuvers can be found on www.tailwheelersjournal.com).<\/h3>\n<\/h3>\nFlight instructors are the main culprit here, and I\u2019ll admit that I\u2019ve been one of these culprits from time to time.\u00a0 You see, us flight instructors seem to feel that the \u201cFlight\u201d in our title means that we do our teaching while flying.\u00a0 In the case of taildraggers, that\u2019s really not necessarily true.\u00a0 If we are trying to avoid groundloops, we\u2019ve gotta make sure that the airplane is landed and taken off with its heading the same as runway heading. Lately, I\u2019ve been trying to simplify the pilot\u2019s thinking about slips and skids by simply stating that it\u2019s \u201cRudder for heading and aileron for course\u201d.\u00a0 It works.\u00a0 \u00a0If I had a moldy twenty for every time I\u2019ve said that \u201con landing, the plane\u2019s heading, it\u2019s course and the runway\u2019s heading MUST be identical\u201d, I could retire with moderate wealth.\u00a0 But I\u2019ve also extolled the importance of practice and it is only through practice of maneuvers such as the landing in a turn and multiples that a pilot can truly perfect the skills necessary to perform these maneuvers and made ourselves \u201cGround Loop proof\u201d.<\/h3>\n<\/h3>\nWhen I was teaching with a Cessna 140, I had small squares of black tape on the cowl and the windshield.\u00a0 When those two squares of tape were lined up with an eye of the applicant, they pointed in a direction parallel to the longitudinal axis of the airplane.\u00a0 That was so that, even in a side-by-side aircraft, we would be sure to know where that axis was pointing.\u00a0 That\u2019s not so important in an in-line airplane like the PA12 or a Cub or Champ, but the principle is the same.<\/h3>\n<\/h3>\nAnd let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.<\/h3>\n<\/h3>\n<\/h3>\nThe Illustration below shows the problem created when we think that the rudder bar is like that of a simple \u201csoap box\u201d racer.\u00a0 It\u2019s backwards!<\/h3>\n<\/h3>\n![\"\"](\"https:\/\/tailwheelersjournal.com\/\/wp-content\/uploads\/2018\/11\/EPSON006-e1543595436480-1024x790.jpg\")
EPSON MFP image<\/figcaption><\/figure>\n<\/h3>\n<\/h3>\nAlso, the difference between a stick and a yoke must be addressed.\u00a0 And if an applicant depresses the wrong rudder pedal when the airplane departs from the heading, that is going to immediately aggravate the problem.\u00a0 Remember when I wrote an article in which I stated that the student pilot who failed to immediately increase his bank and head for the runway in the event of an engine failure on crosswind wasn\u2019t ready to solo?\u00a0Well, the same is true with certain other skills, like depressing the correct rudder!\u00a0 Some may poopoo this statement, but I don\u2019t think it can be denied that for some people the instinct to treat the rudder bar of an airplane like that of a \u201csoap box derby racer\u201d will be paramount.\u00a0 And to succumb to that instinct is deadly and will result in aid to the \u201cground loop demons\u201d.<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
“let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.”<\/p>\n","protected":false},"author":3,"featured_media":5058,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_mi_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[3],"tags":[67,86,165,171,173,174],"_links":{"self":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056"}],"collection":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/comments?post=5056"}],"version-history":[{"count":0,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media\/5058"}],"wp:attachment":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media?parent=5056"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/categories?post=5056"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/tags?post=5056"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
<\/h3>\nI think the answer to the question above should be a resounding \u201cYES!\u201d<\/h3>\n<\/h3>\nThat is why, at Tailwheel Town, the flagship maneuvers are Multiple Landings and Landings in a Turn (videos of those maneuvers can be found on www.tailwheelersjournal.com).<\/h3>\n<\/h3>\nFlight instructors are the main culprit here, and I\u2019ll admit that I\u2019ve been one of these culprits from time to time.\u00a0 You see, us flight instructors seem to feel that the \u201cFlight\u201d in our title means that we do our teaching while flying.\u00a0 In the case of taildraggers, that\u2019s really not necessarily true.\u00a0 If we are trying to avoid groundloops, we\u2019ve gotta make sure that the airplane is landed and taken off with its heading the same as runway heading. Lately, I\u2019ve been trying to simplify the pilot\u2019s thinking about slips and skids by simply stating that it\u2019s \u201cRudder for heading and aileron for course\u201d.\u00a0 It works.\u00a0 \u00a0If I had a moldy twenty for every time I\u2019ve said that \u201con landing, the plane\u2019s heading, it\u2019s course and the runway\u2019s heading MUST be identical\u201d, I could retire with moderate wealth.\u00a0 But I\u2019ve also extolled the importance of practice and it is only through practice of maneuvers such as the landing in a turn and multiples that a pilot can truly perfect the skills necessary to perform these maneuvers and made ourselves \u201cGround Loop proof\u201d.<\/h3>\n<\/h3>\nWhen I was teaching with a Cessna 140, I had small squares of black tape on the cowl and the windshield.\u00a0 When those two squares of tape were lined up with an eye of the applicant, they pointed in a direction parallel to the longitudinal axis of the airplane.\u00a0 That was so that, even in a side-by-side aircraft, we would be sure to know where that axis was pointing.\u00a0 That\u2019s not so important in an in-line airplane like the PA12 or a Cub or Champ, but the principle is the same.<\/h3>\n<\/h3>\nAnd let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.<\/h3>\n<\/h3>\n<\/h3>\nThe Illustration below shows the problem created when we think that the rudder bar is like that of a simple \u201csoap box\u201d racer.\u00a0 It\u2019s backwards!<\/h3>\n<\/h3>\nEPSON MFP image<\/figcaption><\/figure>\n<\/h3>\n<\/h3>\nAlso, the difference between a stick and a yoke must be addressed.\u00a0 And if an applicant depresses the wrong rudder pedal when the airplane departs from the heading, that is going to immediately aggravate the problem.\u00a0 Remember when I wrote an article in which I stated that the student pilot who failed to immediately increase his bank and head for the runway in the event of an engine failure on crosswind wasn\u2019t ready to solo?\u00a0Well, the same is true with certain other skills, like depressing the correct rudder!\u00a0 Some may poopoo this statement, but I don\u2019t think it can be denied that for some people the instinct to treat the rudder bar of an airplane like that of a \u201csoap box derby racer\u201d will be paramount.\u00a0 And to succumb to that instinct is deadly and will result in aid to the \u201cground loop demons\u201d.<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
“let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.”<\/p>\n","protected":false},"author":3,"featured_media":5058,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_mi_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[3],"tags":[67,86,165,171,173,174],"_links":{"self":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056"}],"collection":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/comments?post=5056"}],"version-history":[{"count":0,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media\/5058"}],"wp:attachment":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media?parent=5056"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/categories?post=5056"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/tags?post=5056"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
<\/h3>\nThat is why, at Tailwheel Town, the flagship maneuvers are Multiple Landings and Landings in a Turn (videos of those maneuvers can be found on www.tailwheelersjournal.com).<\/h3>\n<\/h3>\nFlight instructors are the main culprit here, and I\u2019ll admit that I\u2019ve been one of these culprits from time to time.\u00a0 You see, us flight instructors seem to feel that the \u201cFlight\u201d in our title means that we do our teaching while flying.\u00a0 In the case of taildraggers, that\u2019s really not necessarily true.\u00a0 If we are trying to avoid groundloops, we\u2019ve gotta make sure that the airplane is landed and taken off with its heading the same as runway heading. Lately, I\u2019ve been trying to simplify the pilot\u2019s thinking about slips and skids by simply stating that it\u2019s \u201cRudder for heading and aileron for course\u201d.\u00a0 It works.\u00a0 \u00a0If I had a moldy twenty for every time I\u2019ve said that \u201con landing, the plane\u2019s heading, it\u2019s course and the runway\u2019s heading MUST be identical\u201d, I could retire with moderate wealth.\u00a0 But I\u2019ve also extolled the importance of practice and it is only through practice of maneuvers such as the landing in a turn and multiples that a pilot can truly perfect the skills necessary to perform these maneuvers and made ourselves \u201cGround Loop proof\u201d.<\/h3>\n<\/h3>\nWhen I was teaching with a Cessna 140, I had small squares of black tape on the cowl and the windshield.\u00a0 When those two squares of tape were lined up with an eye of the applicant, they pointed in a direction parallel to the longitudinal axis of the airplane.\u00a0 That was so that, even in a side-by-side aircraft, we would be sure to know where that axis was pointing.\u00a0 That\u2019s not so important in an in-line airplane like the PA12 or a Cub or Champ, but the principle is the same.<\/h3>\n<\/h3>\nAnd let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.<\/h3>\n<\/h3>\n<\/h3>\nThe Illustration below shows the problem created when we think that the rudder bar is like that of a simple \u201csoap box\u201d racer.\u00a0 It\u2019s backwards!<\/h3>\n<\/h3>\nEPSON MFP image<\/figcaption><\/figure>\n<\/h3>\n<\/h3>\nAlso, the difference between a stick and a yoke must be addressed.\u00a0 And if an applicant depresses the wrong rudder pedal when the airplane departs from the heading, that is going to immediately aggravate the problem.\u00a0 Remember when I wrote an article in which I stated that the student pilot who failed to immediately increase his bank and head for the runway in the event of an engine failure on crosswind wasn\u2019t ready to solo?\u00a0Well, the same is true with certain other skills, like depressing the correct rudder!\u00a0 Some may poopoo this statement, but I don\u2019t think it can be denied that for some people the instinct to treat the rudder bar of an airplane like that of a \u201csoap box derby racer\u201d will be paramount.\u00a0 And to succumb to that instinct is deadly and will result in aid to the \u201cground loop demons\u201d.<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
“let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.”<\/p>\n","protected":false},"author":3,"featured_media":5058,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_mi_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[3],"tags":[67,86,165,171,173,174],"_links":{"self":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056"}],"collection":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/comments?post=5056"}],"version-history":[{"count":0,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media\/5058"}],"wp:attachment":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media?parent=5056"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/categories?post=5056"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/tags?post=5056"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
<\/h3>\nFlight instructors are the main culprit here, and I\u2019ll admit that I\u2019ve been one of these culprits from time to time.\u00a0 You see, us flight instructors seem to feel that the \u201cFlight\u201d in our title means that we do our teaching while flying.\u00a0 In the case of taildraggers, that\u2019s really not necessarily true.\u00a0 If we are trying to avoid groundloops, we\u2019ve gotta make sure that the airplane is landed and taken off with its heading the same as runway heading. Lately, I\u2019ve been trying to simplify the pilot\u2019s thinking about slips and skids by simply stating that it\u2019s \u201cRudder for heading and aileron for course\u201d.\u00a0 It works.\u00a0 \u00a0If I had a moldy twenty for every time I\u2019ve said that \u201con landing, the plane\u2019s heading, it\u2019s course and the runway\u2019s heading MUST be identical\u201d, I could retire with moderate wealth.\u00a0 But I\u2019ve also extolled the importance of practice and it is only through practice of maneuvers such as the landing in a turn and multiples that a pilot can truly perfect the skills necessary to perform these maneuvers and made ourselves \u201cGround Loop proof\u201d.<\/h3>\n<\/h3>\nWhen I was teaching with a Cessna 140, I had small squares of black tape on the cowl and the windshield.\u00a0 When those two squares of tape were lined up with an eye of the applicant, they pointed in a direction parallel to the longitudinal axis of the airplane.\u00a0 That was so that, even in a side-by-side aircraft, we would be sure to know where that axis was pointing.\u00a0 That\u2019s not so important in an in-line airplane like the PA12 or a Cub or Champ, but the principle is the same.<\/h3>\n<\/h3>\nAnd let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.<\/h3>\n<\/h3>\n<\/h3>\nThe Illustration below shows the problem created when we think that the rudder bar is like that of a simple \u201csoap box\u201d racer.\u00a0 It\u2019s backwards!<\/h3>\n<\/h3>\nEPSON MFP image<\/figcaption><\/figure>\n<\/h3>\n<\/h3>\nAlso, the difference between a stick and a yoke must be addressed.\u00a0 And if an applicant depresses the wrong rudder pedal when the airplane departs from the heading, that is going to immediately aggravate the problem.\u00a0 Remember when I wrote an article in which I stated that the student pilot who failed to immediately increase his bank and head for the runway in the event of an engine failure on crosswind wasn\u2019t ready to solo?\u00a0Well, the same is true with certain other skills, like depressing the correct rudder!\u00a0 Some may poopoo this statement, but I don\u2019t think it can be denied that for some people the instinct to treat the rudder bar of an airplane like that of a \u201csoap box derby racer\u201d will be paramount.\u00a0 And to succumb to that instinct is deadly and will result in aid to the \u201cground loop demons\u201d.<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
“let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.”<\/p>\n","protected":false},"author":3,"featured_media":5058,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_mi_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[3],"tags":[67,86,165,171,173,174],"_links":{"self":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056"}],"collection":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/comments?post=5056"}],"version-history":[{"count":0,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media\/5058"}],"wp:attachment":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media?parent=5056"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/categories?post=5056"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/tags?post=5056"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
<\/h3>\nWhen I was teaching with a Cessna 140, I had small squares of black tape on the cowl and the windshield.\u00a0 When those two squares of tape were lined up with an eye of the applicant, they pointed in a direction parallel to the longitudinal axis of the airplane.\u00a0 That was so that, even in a side-by-side aircraft, we would be sure to know where that axis was pointing.\u00a0 That\u2019s not so important in an in-line airplane like the PA12 or a Cub or Champ, but the principle is the same.<\/h3>\n<\/h3>\nAnd let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.<\/h3>\n<\/h3>\n<\/h3>\nThe Illustration below shows the problem created when we think that the rudder bar is like that of a simple \u201csoap box\u201d racer.\u00a0 It\u2019s backwards!<\/h3>\n<\/h3>\nEPSON MFP image<\/figcaption><\/figure>\n<\/h3>\n<\/h3>\nAlso, the difference between a stick and a yoke must be addressed.\u00a0 And if an applicant depresses the wrong rudder pedal when the airplane departs from the heading, that is going to immediately aggravate the problem.\u00a0 Remember when I wrote an article in which I stated that the student pilot who failed to immediately increase his bank and head for the runway in the event of an engine failure on crosswind wasn\u2019t ready to solo?\u00a0Well, the same is true with certain other skills, like depressing the correct rudder!\u00a0 Some may poopoo this statement, but I don\u2019t think it can be denied that for some people the instinct to treat the rudder bar of an airplane like that of a \u201csoap box derby racer\u201d will be paramount.\u00a0 And to succumb to that instinct is deadly and will result in aid to the \u201cground loop demons\u201d.<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
“let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.”<\/p>\n","protected":false},"author":3,"featured_media":5058,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_mi_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[3],"tags":[67,86,165,171,173,174],"_links":{"self":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056"}],"collection":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/comments?post=5056"}],"version-history":[{"count":0,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media\/5058"}],"wp:attachment":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media?parent=5056"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/categories?post=5056"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/tags?post=5056"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
<\/h3>\nAnd let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.<\/h3>\n<\/h3>\n<\/h3>\nThe Illustration below shows the problem created when we think that the rudder bar is like that of a simple \u201csoap box\u201d racer.\u00a0 It\u2019s backwards!<\/h3>\n<\/h3>\nEPSON MFP image<\/figcaption><\/figure>\n<\/h3>\n<\/h3>\nAlso, the difference between a stick and a yoke must be addressed.\u00a0 And if an applicant depresses the wrong rudder pedal when the airplane departs from the heading, that is going to immediately aggravate the problem.\u00a0 Remember when I wrote an article in which I stated that the student pilot who failed to immediately increase his bank and head for the runway in the event of an engine failure on crosswind wasn\u2019t ready to solo?\u00a0Well, the same is true with certain other skills, like depressing the correct rudder!\u00a0 Some may poopoo this statement, but I don\u2019t think it can be denied that for some people the instinct to treat the rudder bar of an airplane like that of a \u201csoap box derby racer\u201d will be paramount.\u00a0 And to succumb to that instinct is deadly and will result in aid to the \u201cground loop demons\u201d.<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
“let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.”<\/p>\n","protected":false},"author":3,"featured_media":5058,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_mi_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[3],"tags":[67,86,165,171,173,174],"_links":{"self":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056"}],"collection":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/comments?post=5056"}],"version-history":[{"count":0,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media\/5058"}],"wp:attachment":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media?parent=5056"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/categories?post=5056"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/tags?post=5056"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
<\/h3>\n<\/h3>\nThe Illustration below shows the problem created when we think that the rudder bar is like that of a simple \u201csoap box\u201d racer.\u00a0 It\u2019s backwards!<\/h3>\n<\/h3>\nEPSON MFP image<\/figcaption><\/figure>\n<\/h3>\n<\/h3>\nAlso, the difference between a stick and a yoke must be addressed.\u00a0 And if an applicant depresses the wrong rudder pedal when the airplane departs from the heading, that is going to immediately aggravate the problem.\u00a0 Remember when I wrote an article in which I stated that the student pilot who failed to immediately increase his bank and head for the runway in the event of an engine failure on crosswind wasn\u2019t ready to solo?\u00a0Well, the same is true with certain other skills, like depressing the correct rudder!\u00a0 Some may poopoo this statement, but I don\u2019t think it can be denied that for some people the instinct to treat the rudder bar of an airplane like that of a \u201csoap box derby racer\u201d will be paramount.\u00a0 And to succumb to that instinct is deadly and will result in aid to the \u201cground loop demons\u201d.<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
“let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.”<\/p>\n","protected":false},"author":3,"featured_media":5058,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_mi_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[3],"tags":[67,86,165,171,173,174],"_links":{"self":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056"}],"collection":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/comments?post=5056"}],"version-history":[{"count":0,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media\/5058"}],"wp:attachment":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media?parent=5056"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/categories?post=5056"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/tags?post=5056"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
The Illustration below shows the problem created when we think that the rudder bar is like that of a simple \u201csoap box\u201d racer.\u00a0 It\u2019s backwards!<\/h3>\n<\/h3>\nEPSON MFP image<\/figcaption><\/figure>\n<\/h3>\n<\/h3>\nAlso, the difference between a stick and a yoke must be addressed.\u00a0 And if an applicant depresses the wrong rudder pedal when the airplane departs from the heading, that is going to immediately aggravate the problem.\u00a0 Remember when I wrote an article in which I stated that the student pilot who failed to immediately increase his bank and head for the runway in the event of an engine failure on crosswind wasn\u2019t ready to solo?\u00a0Well, the same is true with certain other skills, like depressing the correct rudder!\u00a0 Some may poopoo this statement, but I don\u2019t think it can be denied that for some people the instinct to treat the rudder bar of an airplane like that of a \u201csoap box derby racer\u201d will be paramount.\u00a0 And to succumb to that instinct is deadly and will result in aid to the \u201cground loop demons\u201d.<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
“let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.”<\/p>\n","protected":false},"author":3,"featured_media":5058,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_mi_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[3],"tags":[67,86,165,171,173,174],"_links":{"self":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056"}],"collection":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/comments?post=5056"}],"version-history":[{"count":0,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media\/5058"}],"wp:attachment":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media?parent=5056"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/categories?post=5056"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/tags?post=5056"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
<\/h3>\n<\/h3>\nAlso, the difference between a stick and a yoke must be addressed.\u00a0 And if an applicant depresses the wrong rudder pedal when the airplane departs from the heading, that is going to immediately aggravate the problem.\u00a0 Remember when I wrote an article in which I stated that the student pilot who failed to immediately increase his bank and head for the runway in the event of an engine failure on crosswind wasn\u2019t ready to solo?\u00a0Well, the same is true with certain other skills, like depressing the correct rudder!\u00a0 Some may poopoo this statement, but I don\u2019t think it can be denied that for some people the instinct to treat the rudder bar of an airplane like that of a \u201csoap box derby racer\u201d will be paramount.\u00a0 And to succumb to that instinct is deadly and will result in aid to the \u201cground loop demons\u201d.<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
Also, the difference between a stick and a yoke must be addressed.\u00a0 And if an applicant depresses the wrong rudder pedal when the airplane departs from the heading, that is going to immediately aggravate the problem.\u00a0 Remember when I wrote an article in which I stated that the student pilot who failed to immediately increase his bank and head for the runway in the event of an engine failure on crosswind wasn\u2019t ready to solo?\u00a0Well, the same is true with certain other skills, like depressing the correct rudder!\u00a0 Some may poopoo this statement, but I don\u2019t think it can be denied that for some people the instinct to treat the rudder bar of an airplane like that of a \u201csoap box derby racer\u201d will be paramount.\u00a0 And to succumb to that instinct is deadly and will result in aid to the \u201cground loop demons\u201d.<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
<\/h3>\n<\/h3>\n<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
<\/h3>\nAnother issue confronting the new tailwheel pilot is that of using the aileron to \u201cassist\u201d the rudder.\u00a0 You see, many low-time pilots see the rudder as the only control necessary to control the heading of the airplane during a landing or takeoff.\u00a0Sorry, but that just isn\u2019t true.\u00a0Because to use the rudder alone to control the course and heading of the airplane in a turbulent airspace during a takeoff or landing is to skid the plane like crazy.\u00a0 It\u2019s just as important (and as easy) to coordinate turns while touching the ground as it is when in flight and not touching the ground.\u00a0 An airplane with one wheel on the ground, turning across the runway, has just as much of a need to be coordinated as one that is in the air.\u00a0 When I teach slaloms with the airplane on one wheel, then the other and going back and forth across the runway, I see the usual mistake.\u00a0 The mistake I see more than any other is that to use too much rudder, which skids the plane back and forth.\u00a0 And it\u2019s ridiculously simple for the airman to feel his upper body and use coordinated rudder and aileron.\u00a0 But, no!\u00a0Most applicants, when they first experience this maneuver, tend to use far too much rudder and to skid the plane.\u00a0What is heartbreaking to me is that all they have to do is heed the warnings of their upper body as it hinges on their butt and use their rudder to center their upper body.\u00a0 Man, how many times have I said that!\u00a0 Lots and lots!<\/h3>\n<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
<\/h3>\nAnd let\u2019s not forget \u201cDuncan\u2019s Theory\u201d. What\u2019s that?\u00a0Well, it\u2019s in my book, but Bill Duncan, who used to own Alaska Bushwheel felt that tailwheel steering might have caused more groundloops than any other cause!\u00a0 He felt that if you were landing in a crosswind, while holding some rudder, when that tailwheel contacted the ground, it would immediately snatch the airplane\u2019s heading to match the tailwheel\u2019s orientation.\u00a0 I think he was right.\u00a0 So, the ability to judge when the tailwheel is going to touch and to, at that moment, neutralize the rudder, could be really important.\u00a0 At the very least, it will cause your landings to be smoother and prettier!\u00a0 I consider that action to be somewhat advanced and don\u2019t always teach it, but it\u2019s a good one!<\/h3>\n<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
<\/h3>\nSo, think about ground loops.\u00a0 Talk about ground loops.\u00a0 And practice those maneuvers which will make you and your airplane \u201cGround Loop Proof\u201d.\u00a0 It\u2019s easier than you think!<\/h3>\n<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
<\/h3>\nHappy Swooping!<\/h3>\nBrian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
Brian<\/h3>\n<\/h3>\n<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
<\/h3>\n<\/h3>\n","protected":false},"excerpt":{"rendered":"
“let\u2019s not forget that some of us will revert to the actions of a guy who is driving a Soap Box Derby racer.”<\/p>\n","protected":false},"author":3,"featured_media":5058,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_mi_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[3],"tags":[67,86,165,171,173,174],"_links":{"self":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056"}],"collection":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/comments?post=5056"}],"version-history":[{"count":0,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/posts\/5056\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media\/5058"}],"wp:attachment":[{"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/media?parent=5056"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/categories?post=5056"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/tailwheelersjournal.com\/wp-json\/wp\/v2\/tags?post=5056"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}