The course delivers tailwheel theory and flight training for the tailwheel undercarriage endorsement per CASA’s Part 61 Manual of Standards (extract of relevant pages).
The training syllabus is available to download here: Ozaeros Tailwheel Aerobatics Spin Syllabus
David’s book, Aerobatics in the Super Decathlon, is now available at Amazon in Kindle and paperback editions. The paperback is also available at Skylines. It is recommended for all trainees as it covers the new underpinning knowledge requirements for the tailwheel, spin and aerobatic endorsements. The Part 61 MOS underpinning knowledge requirements for aerobatics is expanded from what was recommended in CAAP 155-1, Aerobatics.
You will need to complete CASA’s Single Engine Piston Aeroplane Endorsement Engineering, Data and Performance Questionnaire (modified) – the sooner that you do that the more you will benefit from it.
The USA’s FAA has excellent guidance on Transitioning to Tailwheel Airplanes here. Some key points there which are sometimes overlooked are:
On the ground. “While stick-forward positioning is essential in strong tailwinds, it is not likely to be an appropriate response when winds are light. The propeller wash in even lightly-powered airplanes is usually strong enough to overcome the effects of light tailwinds, producing a net headwind over the tail. This in turn suggests that back stick, not forward, does the most to help with directional control. If in doubt, it is best to sample the wind as you taxi and position the elevator where it will do the most good.”
On takeoff. “After a brief period of acceleration, positive forward elevator should be applied to smoothly lift the tail.” i.e. you do not move the stick forward and wait … wait for the aeroplane to respond. It is important to stay in control – move the stick when the airspeed is high enough for the elevator to be effective in lifting the tail.
Three point landings. ” it is rare to encounter tailwheel planes designed so that the wings are beyond critical AOA in the three-point attitude. In consequence, the airplane continues to “fly” in the three-point attitude after touchdown, requiring careful attention to heading, roll, and pitch for an extended period.”
“There are two potential errors in attempting a three-point landing. In the first, the main wheels are allowed to make runway contact a little early with the tail still in the air. With the CG aft of themain wheells, the tail naturally drops when thmain wheelels touch, AOA increases, and the plane may become airborne again. This “skip” is easily managed by re-flaring and again trying to hold the plane off until reaching the three-point attitude. A large “skip” or bounce may result in being high above the runway with insufficient energy. In these circumstances, the pilot should execute a go-around. In the second error, the plane is held off the ground a bit too long so that the in-flight pitch attitude is steeper than the three-point attitude. When touchdown is made in this attitude, the tail makes contact first. Provided this happens from no more than a foot off the surface, the result is undramatic: the tail touches, the plane pitches forward slightly onto the main wheels, and rollout proceeds normally. In every case, once the tailwheel makes contact, the elevator control should be eased fully back to press the tailwheel on the runway. Without this elevator input, the AOA of the horizontal stabilizer develops enough lift to lighten pressure on the tailwheel and render it useless as a directional control with possibly unwelcomed consequences. This after-landing elevator input is quite foreign to nosewheel pilots and needs to be stressed during transition training.”
Landing ground roll. “Any difference between the direction the airplane is traveling and the direction it is headed (drift or crab) produces a moment about the pivot point of the wheels, and the airplane tends to swerve. Loss of directional control may lead to an aggravated, uncontrolled, tight turn on the ground, or a ground loop. The combination of inertia acting on the CG and ground friction of the main wheels during the ground loop may cause the airplane to tip enough for the outside wingtip to contact the ground and may even impose a sideward force that could collapse one landing gear leg. In general, this combination of events is eliminated by landing straight and avoiding turns at higher than normal running speed.”
Reading that Chapter 14 of the Airplane Flying Handbook above and viewing this excellent video on Tailwheel Flying by Jim Byrd.will save classsroom time for us.
Patty Wagstaff’s video on three point and wheeler landings.
Two more excellent briefings by Doug Rozendaal: