Got a question for you taildragger old-timers.

I've often thought about attitude and altitude control with power and
elevator in various combinations and have wondered if it's possible to get a
taildragger to literally drag it's tailwheel on the runway with the mains
off, and do it intentionally, kind of like slowflight but REALLY low over
the runway. I mean, we often try to land tailwheel first, so I was
wondering if it's possible to set up to do it partially and prevent the
mains from touching. I've tried in the Tcraft but can't seem to manage it.

Anyone here ever done such a thing?

Shawn

Shawn
Yes its quite possible in a number of aircraft. With a few students, I
would let them pick the wheel to touchdown and hold it there without
the others touching. It takes some finesse for the tailwheel but very
doable and not unsafe in my opinion. Just requires careful coordination
of the controls...ALL of them.
Ol S&B

My acro instructor used this as a demonstration of control in a 7eca.

He would fly low in touch down attitude and tap the wheel on the ground 3
times then pick up the tail without touching the mains, fly level a short
distance then repeat the tapping exercise. I have often seen him do this 3
or four times then land or go around all within 2000' of runway.

Blue skies
"ShawnD2112" > wrote in message
. uk...
> Got a question for you taildragger old-timers.
>
> I've often thought about attitude and altitude control with power and
> elevator in various combinations and have wondered if it's possible to get
a
> taildragger to literally drag it's tailwheel on the runway with the mains
> off, and do it intentionally, kind of like slowflight but REALLY low over
> the runway. I mean, we often try to land tailwheel first, so I was
> wondering if it's possible to set up to do it partially and prevent the
> mains from touching. I've tried in the Tcraft but can't seem to manage
it.
>
> Anyone here ever done such a thing?
>
> Shawn
>
>

ShawnD2112 wrote:
> Got a question for you taildragger old-timers.
>
> I've often thought about attitude and altitude control with power and

> elevator in various combinations and have wondered if it's possible
to get a
> taildragger to literally drag it's tailwheel on the runway with the
mains
> off, and do it intentionally, kind of like slowflight but REALLY low
over
> the runway. I mean, we often try to land tailwheel first, so I was
> wondering if it's possible to set up to do it partially and prevent
the
> mains from touching. I've tried in the Tcraft but can't seem to
manage it.
>
> Anyone here ever done such a thing?

It really depends on the plane. You would never be able to get a
taildragger such a Swift to do that, and an Aeronca wouldn't do it for
long. However, a Citabria would do it very easily, a C140 would be
someone easy to do it to. The attitude a tailwheel touches down in is
RARELY the stall attitude. Some tailwheels stall before the 3pt
attitude, some are no where near stall (Citabria).

-Robert CFI

THAT'S cool! OK, now that you and Ol S&B have told me it's possible, I'm
back on the quest!

Thanks for that, guys!

Shawn
"private" > wrote in message
news:JiCGd.93855$Xk.43072@pd7tw3no...
> My acro instructor used this as a demonstration of control in a 7eca.
>
> He would fly low in touch down attitude and tap the wheel on the ground 3
> times then pick up the tail without touching the mains, fly level a short
> distance then repeat the tapping exercise. I have often seen him do this
> 3
> or four times then land or go around all within 2000' of runway.
>
> Blue skies
> "ShawnD2112" > wrote in message
> . uk...
>> Got a question for you taildragger old-timers.
>>
>> I've often thought about attitude and altitude control with power and
>> elevator in various combinations and have wondered if it's possible to
>> get
> a
>> taildragger to literally drag it's tailwheel on the runway with the mains
>> off, and do it intentionally, kind of like slowflight but REALLY low over
>> the runway. I mean, we often try to land tailwheel first, so I was
>> wondering if it's possible to set up to do it partially and prevent the
>> mains from touching. I've tried in the Tcraft but can't seem to manage
> it.
>>
>> Anyone here ever done such a thing?
>>
>> Shawn
>>
>>
>
>

Thanks, Robert. I was concious of the stall angle while on the ground, and
the Tcraft I've tried it in isn't stalled on the ground. To me it seemed
like an exercise in controlling the sink rate and attitude with power,
definitely holding it behind the power curve. I think I'm just gonna have
to think about it a bit more and try it out a lot more!

Shawn

"Robert M. Gary" > wrote in message
oups.com...
>
> ShawnD2112 wrote:
>> Got a question for you taildragger old-timers.
>>
>> I've often thought about attitude and altitude control with power and
>
>> elevator in various combinations and have wondered if it's possible
> to get a
>> taildragger to literally drag it's tailwheel on the runway with the
> mains
>> off, and do it intentionally, kind of like slowflight but REALLY low
> over
>> the runway. I mean, we often try to land tailwheel first, so I was
>> wondering if it's possible to set up to do it partially and prevent
> the
>> mains from touching. I've tried in the Tcraft but can't seem to
> manage it.
>>
>> Anyone here ever done such a thing?
>
> It really depends on the plane. You would never be able to get a
> taildragger such a Swift to do that, and an Aeronca wouldn't do it for
> long. However, a Citabria would do it very easily, a C140 would be
> someone easy to do it to. The attitude a tailwheel touches down in is
> RARELY the stall attitude. Some tailwheels stall before the 3pt
> attitude, some are no where near stall (Citabria).
>
> -Robert CFI
>

Be careful, may not be possible in all types or conditions.

This would fit my definition of a max performance maneuver while both low
and slow. As always, get proper instruction. YMMV.

Blue skies to all

"ShawnD2112" > wrote in message
. uk...
> THAT'S cool! OK, now that you and Ol S&B have told me it's possible, I'm
> back on the quest!
>
> Thanks for that, guys!
>
> Shawn
> "private" > wrote in message
> news:JiCGd.93855$Xk.43072@pd7tw3no...
> > My acro instructor used this as a demonstration of control in a 7eca.
> >
> > He would fly low in touch down attitude and tap the wheel on the ground
3
> > times then pick up the tail without touching the mains, fly level a
short
> > distance then repeat the tapping exercise. I have often seen him do
this
> > 3
> > or four times then land or go around all within 2000' of runway.
> >
> > Blue skies
> > "ShawnD2112" > wrote in message
> > . uk...
> >> Got a question for you taildragger old-timers.
> >>
> >> I've often thought about attitude and altitude control with power and
> >> elevator in various combinations and have wondered if it's possible to
> >> get
> > a
> >> taildragger to literally drag it's tailwheel on the runway with the
mains
> >> off, and do it intentionally, kind of like slowflight but REALLY low
over
> >> the runway. I mean, we often try to land tailwheel first, so I was
> >> wondering if it's possible to set up to do it partially and prevent the
> >> mains from touching. I've tried in the Tcraft but can't seem to manage
> > it.
> >>
> >> Anyone here ever done such a thing?
> >>
> >> Shawn
> >>
> >>
> >
> >
>
>

ShawnD2112 wrote:
>
> I've often thought about attitude and altitude control with power and
> elevator in various combinations and have wondered if it's possible to get a
> taildragger to literally drag it's tailwheel on the runway with the mains
> off, and do it intentionally, kind of like slowflight but REALLY low over
> the runway.

It's possible in a Maule. I'm not sure I could do it with the flaps up, however,
and that may be your problem with the T-crate. Does it have flaps?

George Patterson
The desire for safety stands against every great and noble enterprise.

On Sun, 16 Jan 2005 20:16:01 GMT, "ShawnD2112"
> wrote:

>Got a question for you taildragger old-timers.
>
>I've often thought about attitude and altitude control with power and
>elevator in various combinations and have wondered if it's possible to get a
>taildragger to literally drag it's tailwheel on the runway with the mains
>off, and do it intentionally, kind of like slowflight but REALLY low over
>the runway. I mean, we often try to land tailwheel first, so I was
>wondering if it's possible to set up to do it partially and prevent the
>mains from touching. I've tried in the Tcraft but can't seem to manage it.
>
>Anyone here ever done such a thing?
>
>Shawn
>
I have done it once in the W8 tailwind, 2 stages of flap. used it in a
crosswind situation that was going to guano and drove the tail where I
needed it with the tailwheel. the tailwheel first contact was
accidental.

as for practising this. this is dumb. you are achieving nothing
useful. know that it is possible and make use of it if you are ever in
the situation but go and practise normal three point landings until
you can do them gently with the windsock horizontal in any direction.
that will make you a skilled pilot.

Stealth Pilot

Thanks for that, Stealth, but I can do that already in both the Taylorcraft
and the Pitts. Controlled landings in any but tailwheel-only configuration
aren't a problem. In fact, maybe that is the problem - one wheeled landings
aren't that much of a challenge any more. As for achieving nothing useful,
I disagree. It might be a good control exercise, as one person has said
here, and also it would be fun to try and, at the end of the day, that's why
I fly.

Shawn
"Stealth Pilot" > wrote in message
...
> On Sun, 16 Jan 2005 20:16:01 GMT, "ShawnD2112"
> > wrote:
>
>>Got a question for you taildragger old-timers.
>>
>>I've often thought about attitude and altitude control with power and
>>elevator in various combinations and have wondered if it's possible to get
>>a
>>taildragger to literally drag it's tailwheel on the runway with the mains
>>off, and do it intentionally, kind of like slowflight but REALLY low over
>>the runway. I mean, we often try to land tailwheel first, so I was
>>wondering if it's possible to set up to do it partially and prevent the
>>mains from touching. I've tried in the Tcraft but can't seem to manage
>>it.
>>
>>Anyone here ever done such a thing?
>>
>>Shawn
>>
> I have done it once in the W8 tailwind, 2 stages of flap. used it in a
> crosswind situation that was going to guano and drove the tail where I
> needed it with the tailwheel. the tailwheel first contact was
> accidental.
>
> as for practising this. this is dumb. you are achieving nothing
> useful. know that it is possible and make use of it if you are ever in
> the situation but go and practise normal three point landings until
> you can do them gently with the windsock horizontal in any direction.
> that will make you a skilled pilot.
>
> Stealth Pilot

Shawn
In case you missed one of my posts a long time ago, on your next flight
try picking a spot Waayyy out in front of you. then slowly start a bank
and hold that spot with your rudder until either you run out of aileron
or rudder. then, slowwwwly (same rate as entry) bring it back to level
and not waver on the point or altitude. Then repeat it to the other
side.
Greatest coordination exercise I can think of in an airplane.
I'll do it with any airplane I fly to see what kind of control
authority I have while I practice a XW landing at altitude. It also
knocks off the inevitable rusty edges that sneak up on all of us.
Cheers
Ol S&B

When you do that fast and hold the nose on a point it's called a ??????,
isn't it. Can't remember the name of that damn manuever but my long ago
glider instructor used to teach it. I think he just did it to sicken
the male pilots so he could spend more time with the coeds in this
college club but it was a challenge anyway.

I can do the above manuever - will have to try the slooooowww version.

wrote:
> Shawn
> In case you missed one of my posts a long time ago, on your next flight
> try picking a spot Waayyy out in front of you. then slowly start a bank
> and hold that spot with your rudder until either you run out of aileron
> or rudder. then, slowwwwly (same rate as entry) bring it back to level
> and not waver on the point or altitude. Then repeat it to the other
> side.
> Greatest coordination exercise I can think of in an airplane.
> I'll do it with any airplane I fly to see what kind of control
> authority I have while I practice a XW landing at altitude. It also
> knocks off the inevitable rusty edges that sneak up on all of us.
> Cheers
> Ol S&B
>

Maybe. Or it's a proficiency exercise that makes one a better pilot.
Sort of like the value of acro training for a pilot that will not do any
acro beyond the training. Or lazy eights and the rest of the Commercial
sylabus.

After watching a few tailwheel jockeys do alternate wheel (left, right)
touchdowns in calm conditions, I tried them. Found that they exercised
the x-control muscles nicely even though the fact that a little tire
scrubbing is unavoidable.

Problem with TW tag and LR touchdowns is that the ground is nearby -
perhaps an unnecessary risk like (non-exhibition)low level acro.

Stealth Pilot wrote:

> as for practising this. this is dumb. you are achieving nothing
> useful. know that it is possible and make use of it if you are ever in
> the situation but go and practise normal three point landings until
> you can do them gently with the windsock horizontal in any direction.
> that will make you a skilled pilot.
>
> Stealth Pilot

Back when I was a private student, my CFI required we land tailwheel
first. This was in a Cessna 140. He said that if you touch down
tailwheel first, you know that the plane is done flying. You certainly
don't need to worry about bouncing. :)

I think the big danger in getting the mains off while holding the
tail on is that the AOA could get high enough to stall a wing, probably
the left one with power on, and the airplane could get scratched up
some in a hurry. A fella would want to be careful here.

Dan

Ol,

How far do I take that? If I understand your description well enough, it
eventually becomes a slow roll in the Pitts!
"ShawnD2112" > wrote in message
. uk...
> Thanks for that, Stealth, but I can do that already in both the
> Taylorcraft and the Pitts. Controlled landings in any but tailwheel-only
> configuration aren't a problem. In fact, maybe that is the problem - one
> wheeled landings aren't that much of a challenge any more. As for
> achieving nothing useful, I disagree. It might be a good control
> exercise, as one person has said here, and also it would be fun to try
> and, at the end of the day, that's why I fly.
>
> Shawn
> "Stealth Pilot" > wrote in message
> ...
>> On Sun, 16 Jan 2005 20:16:01 GMT, "ShawnD2112"
>> > wrote:
>>
>>>Got a question for you taildragger old-timers.
>>>
>>>I've often thought about attitude and altitude control with power and
>>>elevator in various combinations and have wondered if it's possible to
>>>get a
>>>taildragger to literally drag it's tailwheel on the runway with the mains
>>>off, and do it intentionally, kind of like slowflight but REALLY low over
>>>the runway. I mean, we often try to land tailwheel first, so I was
>>>wondering if it's possible to set up to do it partially and prevent the
>>>mains from touching. I've tried in the Tcraft but can't seem to manage
>>>it.
>>>
>>>Anyone here ever done such a thing?
>>>
>>>Shawn
>>>
>> I have done it once in the W8 tailwind, 2 stages of flap. used it in a
>> crosswind situation that was going to guano and drove the tail where I
>> needed it with the tailwheel. the tailwheel first contact was
>> accidental.
>>
>> as for practising this. this is dumb. you are achieving nothing
>> useful. know that it is possible and make use of it if you are ever in
>> the situation but go and practise normal three point landings until
>> you can do them gently with the windsock horizontal in any direction.
>> that will make you a skilled pilot.
>>
>> Stealth Pilot
>
>

ShawnD2112 wrote:
> I've often thought about attitude and altitude control with power and

> elevator in various combinations and have wondered if it's possible
to get a
> taildragger to literally drag it's tailwheel on the runway with the
mains
> off, and do it intentionally, kind of like slowflight but REALLY low
over
> the runway. I mean, we often try to land tailwheel first, so I was
> wondering if it's possible to set up to do it partially and prevent
the
> mains from touching. I've tried in the Tcraft but can't seem to
manage it.
>
> Anyone here ever done such a thing?
>
> Shawn

I've done it unintentionally in an old Harvard. Was using a little
power to
recover from a bounce and found myself rolling along on the tailwheel
with
the mains still airborne. Not a very comfortable situation, IMHO, so I
soon decided to get the big old Pratt to haul me outta there. (The
Harvard/T-6
has a tendency to stall fairly abruptly, one wing first and I don't
think that
arrival would be very comfy:-)

You can get a similar effect in that airplane, if you wheel it on going
fairly
fast and then pull the tail down. By the time the tailwheel touches,
the wings
are producing quite a bit of lift again. (Another of the T-6's more
interesting
habits:-)
I admit that I can't think of a good reason to do it for fun, rick

wrote:
> I think the big danger in getting the mains off while holding the
> tail on is that the AOA could get high enough to stall a wing,
probably
> the left one with power on, and the airplane could get scratched up
> some in a hurry. A fella would want to be careful here.

We're only talking 5 inches or so. Besides, it takes a LOT of
uncoordination to make a Cessna 140 fall off on one wing. I've never
even seen a Cessna 140 "break" in a stall. It just kinda mushes down.
You could probably stall it at altitude and just ride the stall all the
way down to the runway with the yoke all the way back for a perfect
landing. Its a very forgiving airplane and probably the best student
airplane made (of course, I'm biased).

-Robert, CFI

Dutch Roll

Maule Driver wrote:
> When you do that fast and hold the nose on a point it's called a ??????,
> isn't it. Can't remember the name of that damn manuever but my long ago
> glider instructor used to teach it. I think he just did it to sicken
> the male pilots so he could spend more time with the coeds in this
> college club but it was a challenge anyway.

Robert M. Gary wrote:
> wrote:
> > I think the big danger in getting the mains off while holding the
> > tail on is that the AOA could get high enough to stall a wing,
> probably
> > the left one with power on, and the airplane could get scratched up
> > some in a hurry. A fella would want to be careful here.
>
> We're only talking 5 inches or so. Besides, it takes a LOT of
> uncoordination to make a Cessna 140 fall off on one wing. I've never
> even seen a Cessna 140 "break" in a stall. It just kinda mushes down.
> You could probably stall it at altitude and just ride the stall all
the
> way down to the runway with the yoke all the way back for a perfect
> landing. Its a very forgiving airplane and probably the best student
> airplane made (of course, I'm biased).
>
> -Robert, CFI

I watched a Piper Vagabond do this with the mains almost a couple
of feet in the air. That's a pretty steep AOA for a stubby airplane
like that, and those short wings have more abrupt stall behavior.
Dan

Shawn,

As folks have told you, the answer is yes for most tailwheel airplanes
(not all, it's a question of elevator authority and c.g.).

Interestingly, in about 1970 the Iowa State University flying team used
an 85 hp. J-3 Cub as one of its competition airplanes in the national
championships of the Intercollegiate flying competition in Bozeman,
Montana. The rules at that time for the spot landing for tailwheel
airplanes was to measure the point at which the mains touched. On
approach, power could be reduced, but never reapplied. The Iowa State
guys figured out the minimum power setting to roll the tailwheel, but
keep the mains aloft in that Cub. They'd roll the tailwheel at some
point short of the "line", keep the mains in the air until just about
there, then close the throttle. They got so their accuracy was
incredible. After the meet, the rules were changed.

All the best,
Rick

ShawnD2112 wrote:
> Got a question for you taildragger old-timers.
>
> I've often thought about attitude and altitude control with power and

> elevator in various combinations and have wondered if it's possible
to get a
> taildragger to literally drag it's tailwheel on the runway with the
mains
> off, and do it intentionally, kind of like slowflight but REALLY low
over
> the runway. I mean, we often try to land tailwheel first, so I was
> wondering if it's possible to set up to do it partially and prevent
the
> mains from touching. I've tried in the Tcraft but can't seem to
manage it.
>
> Anyone here ever done such a thing?
>
> Shawn

Woooahhh...that test was done 35 years ago and yet the conclusion holds
true today!
Therein lies/lays the problem in todays flying! What has happened to
those skills?
I can vividly recall my primary instructor reducing power and saying,
"show me what ya got.." Then he said you can reduce it, but not
increase it. Hae used that same scenario ever since. So many times that
I ran into difficulties when I could not get more power and had to do
with what I had.
My whole thing is to fly the edges of the aircraft envelope at both
ends of the spectrum. Generally though, the lower speeds are where most
pilots run into problems and have the serious accidents.when they do
the silly stall/spin thing.
Silly because it should never happen. Serious of course when people get
hurt or killed. Stupid when the pilot fails to get the proper training.
arrggghhh Ol SOB

jsmith wrote

> Dutch Roll
>
> Maule Driver wrote:
>> When you do that fast and hold the nose on a point it's called a
??????,
>> isn't it. Can't remember the name of that damn manuever but my long
ago
>> glider instructor used to teach it. I think he just did it to sicken
>> the male pilots so he could spend more time with the coeds in this
>> college club but it was a challenge anyway.

From this web site: www. douglasdc3.com/sohn/41.htm

(1) One method would be while in straight and level flight to pick a
point on the horizon and enter a turn away

from it for some amount of turn and then, without stopping, reverse the
turn to pass through the original point

in the opposite direction, then again reverse the turn and so on, while
all the time coordinating the flight

controls (especially the rudder and ailerons). (2) Another variation or
method used is to pick a straight road

or a point on the horizon. Then precisely hold that point while
initiating a bank (takes opposite rudder), then

reverse the bank to an equal amount in the opposite direction. This is
repeated over and over while using the

flight controls to precisely maintain that point (especially the rudder
and ailerons). This variation especially

lends itself to getting the student ready for the aggressive use of the
rudder in acrobatic flight.

Evidently – to a certain number of instructors – the above aileron/rudder
coordination exercises (especially

#2, the one that holds the reference point) that we all give our new
students are called “dutch rolls”.

Well, we’ve got some news for you, chum! Those aren’t “dutch rolls”,
they’re simply plain old garden variety

“coordination exercises” or “coordination rolls”. And – undeniably –
they’re extremely useful for teaching

coordination or for quickly evaluating an aircraft’s handling qualities!
I’ve used them from the very first time

I took my first lesson in an Aeronca Champ right up until the present.
When we were aviation cadets in

“Bevo” Howard’s USAF T-6 school, we were taught them from the very first
day of our flight training. BUT

THOSE ARE NOT DUTCH ROLLS! You copy that? “Sorry Charlie” but no cigar,
those are NOT dutch

rolls! No big deal, you say? Well, OK, but you need to realize that
when you use an incorrect term it’s

teaching your student something completely wrong. It’s sort of like the
media using the term “Piper Cub” for every airplane less than a medium
sized jet. And – besides perpetrating a falsehood – it can later kill

him/her! And if you don’t think or realize that a dutch roll can easily
become lethal, look up the

Braniff/Boeing 707 (N-7071) flight training accident involving the
tossing of a couple of pylon mounted

engines off the wings in the fall of 1959.

And....from the Jeppesen Private Pilot Manual:

Dutch roll is a combination of rolling/yawing oscillations caused either
by your control input or by wind gusts.

Dutch roll will normally occur when the dihedral effects of an aircraft
are more powerful than the directional

stability. After a disturbance resulting in a yawing motion and sideslip,
the dihedral effect will tend to roll the

aircraft away from the direction of the initial yaw. However, due to weak
directional stability, the rolling

movement may overshoot the level position and reverse the sideslip. This
motion continues to repeat, creating

an oscillation that can be felt by the pilot as side-to-side wagging of
the aircraft's tail. If Dutch roll tendency is

not effectively dampened, it is considered objectionable.

The alternative to an airplane that exhibits Dutch roll tendencies is a
design that has better directional

stability than lateral stability. If directional stability is increased
and lateral stability is decreased, the Dutch

roll motion is adequately suppressed. However, this design arrangement
tends to cause spiral instability.

"Bob Moore" > wrote a bunch of stuff.

Wow, was that a hard to read post, or what? What was the deal with all of
the skipped lines?
--
Jim in NC

Bob
With all due respect, it appears one description of Dutch Roll is an
aircraft flight tendency, the other is a deliberate flight manuever?
Having seen a number of opposing arguments about the term of Dutch
Roll, and agreeing with the various points of view. I'll stick with the
term to describe it as I previously posted. Not picking a fight over it
by any means.
Same could be said of the Chandelle and its various ways of
accomplishment and purpose.
If it was good enough for my old instructor with a 6 digit license
number and still active, I guess its good enough for me and my 7 digit
number and still active.
BTW, I never flew any heavy iron and have no desire to do so.
Best professional regards
Ol S&B

Ol SOB,
I agree with you completely. Until I got the Pitts, about 75% of my
tailwheel time was within gliding distance of a field. I practice every
conceiveable approach, takeoff, engine failure, landing, you name it. I
liked to think I flew the airplane better at idle than I did at cruise and I
certainly knew what it was going to be like (or as near as you can get) if
the engine quit. I haven't carried any power in an approach in years, using
only a trickle if I have to to recover a low approach angle. And that's how
every airplane out to be flown regularly (on the edges of the envelope) to
keep your skills sharp and so you'll know what to do if everything goes to a
ball of chalk.

In the vein, some of the most fun I've had flying has been the hours I've
spent in a Cub or Tcraft under 300 feet and within the airfield fence.
Fantastic!!!

Shawn
> wrote in message
oups.com...
> Woooahhh...that test was done 35 years ago and yet the conclusion holds
> true today!
> Therein lies/lays the problem in todays flying! What has happened to
> those skills?
> I can vividly recall my primary instructor reducing power and saying,
> "show me what ya got.." Then he said you can reduce it, but not
> increase it. Hae used that same scenario ever since. So many times that
> I ran into difficulties when I could not get more power and had to do
> with what I had.
> My whole thing is to fly the edges of the aircraft envelope at both
> ends of the spectrum. Generally though, the lower speeds are where most
> pilots run into problems and have the serious accidents.when they do
> the silly stall/spin thing.
> Silly because it should never happen. Serious of course when people get
> hurt or killed. Stupid when the pilot fails to get the proper training.
> arrggghhh Ol SOB
>

Now that, to me, describes real stick and rudder skills and sounds like a
hell of a lot of fun. I can't wait to get back in the Tcraft and give it a
go!

Shawn
> wrote in message
oups.com...
> Shawn,
>
> As folks have told you, the answer is yes for most tailwheel airplanes
> (not all, it's a question of elevator authority and c.g.).
>
> Interestingly, in about 1970 the Iowa State University flying team used
> an 85 hp. J-3 Cub as one of its competition airplanes in the national
> championships of the Intercollegiate flying competition in Bozeman,
> Montana. The rules at that time for the spot landing for tailwheel
> airplanes was to measure the point at which the mains touched. On
> approach, power could be reduced, but never reapplied. The Iowa State
> guys figured out the minimum power setting to roll the tailwheel, but
> keep the mains aloft in that Cub. They'd roll the tailwheel at some
> point short of the "line", keep the mains in the air until just about
> there, then close the throttle. They got so their accuracy was
> incredible. After the meet, the rules were changed.
>
> All the best,
> Rick
>
> ShawnD2112 wrote:
>> Got a question for you taildragger old-timers.
>>
>> I've often thought about attitude and altitude control with power and
>
>> elevator in various combinations and have wondered if it's possible
> to get a
>> taildragger to literally drag it's tailwheel on the runway with the
> mains
>> off, and do it intentionally, kind of like slowflight but REALLY low
> over
>> the runway. I mean, we often try to land tailwheel first, so I was
>> wondering if it's possible to set up to do it partially and prevent
> the
>> mains from touching. I've tried in the Tcraft but can't seem to
> manage it.
>>
>> Anyone here ever done such a thing?
>>
>> Shawn
>

"Morgans" > wrote

>
> "Bob Moore" > wrote a bunch of stuff.
>
> Wow, was that a hard to read post, or what? What was the deal with
> all of the skipped lines?

It was "copy and paste" from a web site. I was just too lazy
to edit it.

Bob