kiwicrusader

Apologies in advance if this video upsets anyone, however it is a good demonstration of what happens if a turn back after EFATO is attempted. Don't let it be you! Turning back is not an option!

Correct Nev. Dromaders have olieo suspension on all three wheels and are very forgiving. You can land them anyway you like, in a ploughed paddock if neccessary. Unless it has a delta conversion Garrett on the front, then 3 pointers are mandatory.

I don't think these things did us any harm. Nowadays if you let your kids do half the things we used to do, someone would dob you into child services....

I spent a fair portion of my early childhood in the front seat of dads Tiger Moth. When I was about 7 we upgraded to an Auster. I remember sitting at the controls while Dad hand swung it. Ignition on when he said. Adjust the throttle as required, and most importantly if anything went wrong pull the mixture. Looking back Now with a seven year old myself and after hearing this story and others similar, I can't imagine what the old man was thinking........

Alot of info here, some of which I fear will beyond you although worth thinking about. I, like others, think you might be a little too critical on yourself after only 30 landings. I agree that you need to be looking as far ahead as you can, however your height in the flare Is determined from your peripheral vision only. Unfortunately the picture in your peripheral vision changes on every different airstrip. More practice is all you need and it will all come together. I do applaud you on being self critical, as pilots we need to be. The theory of 'any landing you can walk away from is a good one' is B.S. Keep practicing and enjoy the journey. Cheers.

Sir Tim Wallis. Founder of the Alpine Fighter Collection based in Wanaka NZ.

The 600hr instructor that gave me my initial tailwheel endorsement in a cub had me wheeling it on all the time. The 25000hr Ag pilot that I did my C180 endorsement with had me doing tail low wheelers or 3 pointers only. The 28000hr Ag instructor I did my Ag rating with, would literally hit me if we didn't three point it on. Now with 6000hrs myself of Ag, I always 3 point. Some Ag pilots I work with always wheel, however atleast once a year they flat spot one of the main tyres by locking up the wheel with excessive braking to keep the aircraft straight. These tyres cost $1800 each!!! Take from this what you will. In my humble opinion, the aircraft is easier to control and keep straight after a three point landing. However some aircraft are difficult to 3 point and the risk of bouncing all the way to the end fence warrants a wheeler as the lesser of two evils. A late model C185 with only one or two people in it falls into this category. My 2cents worth anyway....

Thanks Gnarly, Djpacro, no I mean reaching the critical angle of attack at a couple of inches above the ground is IMHO a perfect landing. However as you have quite rightly stated most taildraggers are not at the critical angle in the three point attitude. The only one that I have flown that is, is a tiger moth, but I bet those cubs with the big tundra tyres are pretty close too. However it can still be done. As an aerobatic pilot,that you claim to be, I am sure you are aware that an aerofoil can stall at any speed and any attitude. So why not at the three point attitude an inch above the ground? This can be done from a very unorthodox approach with the use of power at the correct moment. There are alot of aircraft I wouldn't try this in but some can do it beautifully, and when done right, gives a landing role shorter than any other technique I have seen to date. On a forum like this, where 98% of us approach at 1.3Vs, yes the three point attitude is not the critical angle of attack in most tail draggers and therefore not stalled. So my point... stalling it on, if you can, produces the best landing, as i have previously stated. If you can't, then landing as slow as possible is your next best option.

How do you guys do that quote thing from other posts? Don't recall the dicussion last year djpacro, but you will be hard pushed to change my mind on this. Tail low wheelers are acceptable in some circumstances, but there is very rarely a need, landing on normal aerodromes. Landing as slow as possible should always be the aim, IMHO.

"Not much help for my six night landings last night!" A runway light would do or any other point on the runway. A greaser in the last quarter of the runway is not a good landing. As self critical pilots, I believe we should be nominating our landing spot and being disappointed if we miss it.

Stalling one to three inches above the ground, onto the blade of grass I selected while downwind is what I aim for, although very rarely achieve. This is the same technique for tailwheel and trikes by the way.

Willborne I agree. However you can learn to teach, but you can't learn experience.

Hey Gnarly, Will do mate. Cheers, Kiwi.

The Airtractor I fly is burning 1.5 ltrs of fuel a minute at idle and therefore is rather loud. No one including me wants to be anywhere near it when it is idling on the ground. A Garrett is even worse, your ears are bleeding once you are within 10 meters of it. I can't imagine anyone being stupid enough to inadvertently walk into a spinning prop on one of these machines.

Thanks Tommo, I know there are plenty of aircraft I could instruct in. Have been one of two in rv6. Have done a fair bit sitting in the back seat of a super cub, should be able to fit in the back seat of a cubcrafters sport cub I would of thought... The problem is I still don't have an answer to my question. Do I need a full FI rating to issue endorsements or is there some other sort of approval I can get based on experience, like a D Cat instructors rating in NZ? Cheers, Kiwi.

Hey Frank. I am 186cm and 128 kgs. Both schools had 2 seat Jabirus. Looking at them, I agree, I wouldn't fit. However instead of getting the information I asked for, I was soon sent on my way. I wasn't there to see if they could train me, just to find out what I need to do, to be able to do what I would like to do. Cheers, Kiwi

I wanted to do my RAA FI rating recently. I don't really want to teach ab initio, rather be able to issue tailwheel endorsements, low flying endorsements, strip flying etc.... There are regular articles of people coming unstuck while low flying, mustering etc... That and landing and take off accidents on farm strips and unprepared runways. As a 5000 hr Ag. Pilot I thought I maybe able to offer up some of the lessons I have learned and give something back to the industry that has treated me pretty well. So I go to both of the local RAA schools to make some enquiries on how to do this. I was politely told that I wouldn't fit in their particular aircraft, so I have dismissed the idea for now. Then last week I am flicking through 'Sport Pilot' magazine and read the article of an 18 year old bloke who has 75hrs and is soon to begin his FI rating. The article does not suggest he intends to use it but never the less this is not enough experience for an instructor. No disrespect to this young man but it was a poorly written article and if one of my kids wanted to learn to fly, and I knew nothing about it, I would not let them learn with someone with this level of experience. If the article was meant to inspire wannabe students to take that first step and have their first lesson, it failed and did more harm than good. My two cents worth anyway.

Hey Tomo, thanks for the reply. Had a look at the Savage Cub, yeah looks good. I have a real soft spot for the Piper Cub, lovely aeroplane and this looks just as good.

South Australia. I know there are a couple of schools at Murray Bridge and Aldinga. I hear quite a bit of traffic on the vhf into or around Strahalbyn also. I am kind of in this area

I am new to this site and came across it whilst trying to research local flying schools. I am thinking of buying an RAA aircraft and then possibly doing some instructing in it. I dont have an instructors rating as yet, but I would like to teach tailwheel, strip flying, low level etc.. on a casual basis during the quiet times of my 'day job'. I guess by way of introduction I learnt to fly gliders then moved into GA, in NZ. Moved to Australia when I was 18, completed my commercial and have been working as an Agricultural pilot for the last 10 years, spraying, spreading and firebombing. Have close to 6000hrs, 99 % of which, is tailwheel and low level. *Are there students out there that would be interested in learning some of the things I have learnt? *Would this be 'stepping on the toes' of the local RAA flying schools? *Should I try to affiliate with said schools? *I am 185cm tall and weigh close to 135kg. Will I even fit in RAA aircraft? *I quite like the look of the Hornet Stol, anyone got a better suggestion? *What is involved in obtaining RAA license when you hold a GA license? *What does the instructor course involve and how much does it cost? Any help would be appreciated with some or all of the above questions. Cheers and happy flying everyone.:thumb_up: