Over the past century, it is quite miraculous to see how aviation has evolved. The overall feeling associated with general aviation has shifted from adrenaline-fueled joy rides to something more run-of-the-mill. One glorious aspect of aviation that seems to be slowly disappearing is the tailwheel aircraft. Tailwheel aircraft, also known as conventional gear, are the quintessential model of aircraft for pre-1950 which were slowly replaced by the modern-day tricycle landing gear. Today, tailwheel aircraft can primarily be found in general aviation or museums, as large commercial and military tailwheels have long been abandoned. With the decrease in tailwheel aircraft, not only is aviation losing a historic relic, but it is also losing a fantastic training platform.
Tailwheel aircraft may fly very similar to their tricycle gear counterparts, however, on the ground they are a totally different beast. Tailwheels have different design characteristics due to the location of the center of gravity in relation to the moveable steering and main wheels. On tricycle gear aircraft, the center of gravity is placed in front of the fixed main wheels, but behind the moveable nose wheel, leading to more directional stability on the ground as the weight of the aircraft drives and pulls the plane forward. For tailwheel aircraft, the center of gravity and weight is aft of the main wheels and will always be pushing the fixed main wheels from behind. As the main wheels are fixed and can’t turn, and the weight wants to continue going forward, the tail must remain aligned with the longitudinal axis or else it will slide out and rotate (spin) around the center of gravity. The spinning motion is known as a “Ground Loop” and is one of the biggest concerns when flying a tailwheel aircraft. Pilots flying these aircraft must ensure smooth rudder and brake application to keep the center of gravity of the aircraft lined up between its tail wheel and the main wheels, while it has forward momentum. While this may sound frightening and nerve-wracking, it is very preventable when trained properly by learning to make constant small adjustments to rudder inputs (we call it having “happy feet”).
Tailwheel aircraft also produce more left turning tendencies and adverse yaw, compared to tricycle gear aircraft. Most general aviation trainers are designed to reduce adverse yaw, thus reducing the amount of rudder needed during turns; this can lead to complacency in many new or inexperienced pilots. Also, tailwheel aircraft exhibit increased gyroscopic precession (due to the higher angle of attack on the ground) adding to the left turning tendencies on takeoff. Therefore, the pilot must constantly make a lot more rudder inputs during all phases of flight versus a tricycle gear aircraft. Learning to fly and manage a tailwheel aircraft demands the utmost control and mastery of the aircraft. The coordination of stick and rudder skills necessary for tailwheel translates to any airplane you fly.
As mentioned before, the number of flight schools offering tailwheel training is quite limited these days. Luckily, you have come to the right place. Clipper Aviation offers tailwheel training, spin training, upset recovery, and aerobatics in our American Champion Aircraft Xtreme Decathlon. Clipper’s Xtreme Decathlon boasts an impressive 210 horsepower making it a phenomenal trainer and high-performance aircraft. This 2014 Decathlon is fitted with a Garmin 796 touchscreen display giving the traditional tailwheel design a modern look. Even for those not interested in the full tailwheel endorsement, the Xtreme Decathlon provides a fantastic training platform for those looking to improve their stick and rudder skills or become more proficient in Emergency Maneuver & Upset Recovery training. At $219 an hour ($199 member rate), this aircraft cannot be beat in terms of safety, quality, and overall performance. Take your aviation training to the next level and experience the thrill and empowerment of flying a conventional tailwheel aircraft.
