Advice on flying Pitts with Haigh Locking Tailwheel

Hey all,
Here's the deal. I am going to be ferrying a Pitts S-1S from Florida to New
York next week. This airplane is equipped with a Haigh locking tailwheel. I
have about 800 hours in various models of Pitts (S-2A, S-2B, S-1C and S-1S) but
have never flown one with a locking tailwheel. I have flown airplanes with
locking tailwheels, just not a light plane.
Does anyone out there have any advice on how to handle this one? I'm not sure
what to think. I have heard good things and terrible things about this system.
And, looking back on it...I know 5 pilots that have flown Pitts S-1's with the
locking tailwheel...4 of them wrecked on landing rollout (And having flown with
all of them, they weren't crappy pilots...all had Pitts experience and a good
amount of tailwheel time). Crap...now I am getting nervous.




-John
*You are nothing until you have flown a Douglas, Lockheed, Grumman or North
American*

To show my ignorance, what kind of tailwheel do most Pitts have if not
locking. If they don't lock, how are they 'steered', brakes alone? I have
only about 200 hours tailwheel time (T-18, Champ, and Kitfox), all have had
locking tailwheels, and all intimidate me. The Kitfox is a trainer for my
Noon Patrol Nieuport-ll.

Thanks, Ron

"Ditch" wrote in message
...
Hey all,
Here's the deal. I am going to be ferrying a Pitts S-1S from Florida to
New
York next week. This airplane is equipped with a Haigh locking tailwheel.
I
have about 800 hours in various models of Pitts (S-2A, S-2B, S-1C and
S-1S) but
have never flown one with a locking tailwheel. I have flown airplanes with
locking tailwheels, just not a light plane.
Does anyone out there have any advice on how to handle this one? I'm not
sure
what to think. I have heard good things and terrible things about this
system.
And, looking back on it...I know 5 pilots that have flown Pitts S-1's with
the
locking tailwheel...4 of them wrecked on landing rollout (And having flown
with
all of them, they weren't crappy pilots...all had Pitts experience and a
good
amount of tailwheel time). Crap...now I am getting nervous.




-John
*You are nothing until you have flown a Douglas, Lockheed, Grumman or
North
American*

Ron,
It's not a swiveling tailwheel that locks itself when centered ala
scott;maule. It's full swiveling like a grocery cart caster (with a
smaller wheel!) that locks rigid, centered when activated. I believe
the idea was to keep side loads from castering the tailwheel on landing.
The tough part was remembering to lock/unlock the thing. There's a
reason competition aerobatic aircraft don't have retractable gear!

Jerry

Ron wrote:
To show my ignorance, what kind of tailwheel do most Pitts have if not
locking. If they don't lock, how are they 'steered', brakes alone? I have
only about 200 hours tailwheel time (T-18, Champ, and Kitfox), all have had
locking tailwheels, and all intimidate me. The Kitfox is a trainer for my
Noon Patrol Nieuport-ll.

Thanks, Ron

"Ditch" wrote in message
...

Hey all,
Here's the deal. I am going to be ferrying a Pitts S-1S from Florida to

New

York next week. This airplane is equipped with a Haigh locking tailwheel.

I

have about 800 hours in various models of Pitts (S-2A, S-2B, S-1C and

S-1S) but

have never flown one with a locking tailwheel. I have flown airplanes with
locking tailwheels, just not a light plane.
Does anyone out there have any advice on how to handle this one? I'm not

sure

what to think. I have heard good things and terrible things about this

system.

And, looking back on it...I know 5 pilots that have flown Pitts S-1's with

the

locking tailwheel...4 of them wrecked on landing rollout (And having flown

with

all of them, they weren't crappy pilots...all had Pitts experience and a

good

amount of tailwheel time). Crap...now I am getting nervous.




-John
*You are nothing until you have flown a Douglas, Lockheed, Grumman or

North

American*

In article , Jerry Guy
wrote:

Ron,
It's not a swiveling tailwheel that locks itself when centered ala
scott;maule. It's full swiveling like a grocery cart caster (with a
smaller wheel!) that locks rigid, centered when activated. I believe
the idea was to keep side loads from castering the tailwheel on landing.
The tough part was remembering to lock/unlock the thing. There's a
reason competition aerobatic aircraft don't have retractable gear!


Except for Ray Williams Pitts RG!

My thanks to Jerry & EDR for explaining this to me.

That setup sure wouldn't work on my Nieuport because the rudder has so
little authority.

Ron Carroll

"Ron" no one @home.com wrote in message
...
To show my ignorance, what kind of tailwheel do most Pitts have if not
locking. If they don't lock, how are they 'steered', brakes alone? I
have
only about 200 hours tailwheel time (T-18, Champ, and Kitfox), all have
had
locking tailwheels, and all intimidate me. The Kitfox is a trainer for my
Noon Patrol Nieuport-ll.

Thanks, Ron

"Ditch" wrote in message
...
Hey all,
Here's the deal. I am going to be ferrying a Pitts S-1S from Florida to
New
York next week. This airplane is equipped with a Haigh locking
tailwheel.
I
have about 800 hours in various models of Pitts (S-2A, S-2B, S-1C and
S-1S) but
have never flown one with a locking tailwheel. I have flown airplanes
with
locking tailwheels, just not a light plane.
Does anyone out there have any advice on how to handle this one? I'm not
sure
what to think. I have heard good things and terrible things about this
system.
And, looking back on it...I know 5 pilots that have flown Pitts S-1's
with
the
locking tailwheel...4 of them wrecked on landing rollout (And having
flown
with
all of them, they weren't crappy pilots...all had Pitts experience and a
good
amount of tailwheel time). Crap...now I am getting nervous.




-John
*You are nothing until you have flown a Douglas, Lockheed, Grumman or
North
American*

In article , Ditch
wrote:

The Haigh has a lever in the cockpit to lock/unlock the tailwheel.
When taking off, after aligning the aircraft with the centerline, the
lever is placed in the locked position and directional control is with
the rudders.
On approach to landing, the lever is checked to be in the locked
position. Landing roll is accomplished with the tailwheel in the locked
position and directional control is maintained with the rudder and
brakes. When the aircraft has slowed sufficiently is coming up on a
turn, the lever is placed in the unlocked position.
The Haigh tailwheel extends about 18inches aft of where the factory
tailwheel contacts the ground, creating a longer arm to improve
longitudinal stability.

My S1-S has a locking tailwheel and I've flown Pitts' with and without.

It works well so relax. Just remember to check that it is locked after
lining up for take off but before commencing the roll. And as previously
mentioned check again before landing.

The only time I have nearly been caught out is when still rolling a bit
quick and turning for the taxiway (you can usually turn a little while
it is locked) I released it to speed up the turn. Did it ever speed up
the turn!!! (So make sure you are slow when you release it)

The upside of this system is that it is a little easier to keep straight
on the runway. The only downside I can see is that taxiing (esp. with a
quatering tailwind) is a pain.

Most of the Pitts' that I have flown where more difficult to keep
straight than they should have been not because of tailwheel type but
because they had toe in, but that is another story...

Martin
Pitts S1-S


Ditch wrote:
Hey all,
Here's the deal. I am going to be ferrying a Pitts S-1S from Florida to New
York next week. This airplane is equipped with a Haigh locking tailwheel. I
have about 800 hours in various models of Pitts (S-2A, S-2B, S-1C and S-1S) but
have never flown one with a locking tailwheel. I have flown airplanes with
locking tailwheels, just not a light plane.
Does anyone out there have any advice on how to handle this one? I'm not sure
what to think. I have heard good things and terrible things about this system.
And, looking back on it...I know 5 pilots that have flown Pitts S-1's with the
locking tailwheel...4 of them wrecked on landing rollout (And having flown with
all of them, they weren't crappy pilots...all had Pitts experience and a good
amount of tailwheel time). Crap...now I am getting nervous.




-John
*You are nothing until you have flown a Douglas, Lockheed, Grumman or North
American*

"Martin Morgan" wrote

Most of the Pitts' that I have flown where more difficult to keep
straight than they should have been not because of tailwheel type but
because they had toe in, but that is another story...

Martin
Pitts S1-S

Should it be toe in, or toe out?
--
Jim (ducking while grinning) in NC

"Morgans" wrote:

Most of the Pitts' that I have flown where more difficult to keep
straight than they should have been not because of tailwheel type but
because they had toe in, but that is another story...

Martin
Pitts S1-S

Should it be toe in, or toe out?
+++++++++++++++++++++++++

#$%^&* INSTIGATING SHMUCK !!!!!!!!!


Barnyard BOb - none of the above

"RR Urban" wrote in message
...

"Morgans" wrote:

Most of the Pitts' that I have flown where more difficult to keep
straight than they should have been not because of tailwheel type but
because they had toe in, but that is another story...

Martin
Pitts S1-S

Should it be toe in, or toe out?
+++++++++++++++++++++++++

#$%^&* INSTIGATING SHMUCK !!!!!!!!!


Barnyard BOb - none of the above

Now, Bob.
I understand you had an HP for awhile. That's a taildragger. Did you run
toe in or toe out on that bird?

(Another grin, another duck, another run)

Tim Ward