I am sure your instructor has said this but with a cross wind start your takeoff with full aileron into the wind. 2 things happen, a) The wing stays down and you have pressure on the main. b) The adverse yaw you mention helps to keep the plane straight and helps the rudder. When landing same thing once on the ground start feeding in full aileron it will keep the wing down and help the rudder keep the plane straight.
Deja Vu. I remember learning to land my Luscombe - even with a lot of taildragger time, it took me quite a few trips around the patch, but once I dial it in, it was like wearing the airplane. Nice tutorial.
Couple things; I have a Luscombe and have taught many people to fly tailwheel. Unless you have much crosswind, try just not touching the stick at all during the beginning of the takeoff. Luscomes are like Stearmans-the airplane will tell you it’s ready to fly: when the tail comes up it’s ready. You’re right about the adverse yaw when you apply much aileron. Makes for quite a bit of tap-dancing on the rudder pedals.
When I was learning to fly tail draggers, in 1965, I had a hard time keeping it straight until I learned to watch the far end of the runway. Then it is SO much easier to feel the airplane start yawing around. Of course that was in a Cessna 120, a Citabria, and a Super Cub. Not a Luscombe.
The flight school I was involved with in the late 70s used Citabias for primary training; taught students how to use rudder and ailerons. You have to keep ahead of the plane. I love flying a stick.
I am just now seeing this a year after you posted it. I am a 50-year taildragger pilot, and I learned in a Luscombe. I want to point out something you said about adverse yaw. At the 5:56 mark you say "...if I raise the left wing the airplane wants to yaw to the right...". This is incorrect. If you raise the left wing (using right stick and not using enough right rudder), the aileron on the left wing deflects downward. This increases lift on the left wing (in the part where the aileron is located) which also increases drag and results in "pulling" the left wing aft, making the fuselage yaw to the left. You can prove this by going to cruise altitude, cruise speed, level flight and then, holding the rudder neutral, move the stick to the right. The plane will initially yaw to the left. Conversely, if you hold the rudder neutral and move the stick to the left the plane will yaw to the right. In both cases moving the stick left or right will raise a wing but without adding rudder, the fuselage will yaw the opposite direction. Again, adverse yaw is induced when an aileron is deflected downward, and it has to be countered with the addition of rudder to make a coordinated turn. Now a year after this video was posted I hope you are having great fun with your Luscombe. I think they are great airplanes and learning to fly one well will make you a very proficient pilot. Cheers!
Thanks for sharing your learning. Can be embarrassing to see yourself from where started. But a couple years from now we'll all be watching thinking, "nah he's got this now! He made it look easy!"
I was fortunate to start out in a J3 and a Cessna 140 (decades ago). Tricycle gear was a no brainer but everyone who learned on tricycle gear has a devil of a time with tail wheels. Plus, those light weight tail draggers are, as you said, very responsive!
Ok. Go to altitude. Fly one heading and bank left and right in succession in slow flight, about 10 kts over stall speed. Bank 30° left, right, left right. Immediately and without changing heading. Make the rudder and aileron inputs together and sufficient to keep the ball centered. Throw a string on the windshield like we use in gliders and only look outside. You got this! Nicely done on the self critique. I think you were pretty fair to yourself as well. Next time you're in town let's go flying in the glider! 65' of adverse yaw! Fly every day you can with the CFI until you are completely confident. You got this man.
Nice Video. I'm a low time pilot that learned on a C150 and am now trying to get the J3 to behave. It's ton's of fun. I think the camera setup is great for learning. I haven't used mine yet, but will try to find a good mounting point where I can see both the stick and over the nose. You proved that it's a great way to figure out what's going on.
By the way. I would always have my students hold the stick with a flat hand on the front. It only comes back on a 3 point. They have a tendency to push it foreward creating problems. It should only come back.
The turn cordinator doesn’t mean the plane is going straight buddy. It means the tail is behind the plane. The reason for the problem is you’re used to a plane that is static. A tailwheel is dynamic. You have no time to look at a turn cordinator. The reason for the bounce is you were too fast. That the only reason they bounce. You’re looking too far down the runway if you bounce- 7500 hour ex tailwheel instructor. You’re instructor seems better than most. We are hard to find, lot of hacks out there.
Agreed! I owned a 46 8A for years. You have no business looking down at the ball during takeoff and landing. Gentle but positive control movements. Aileron into the crosswind to keep the wing from rising before she's ready to fly, and keep her pointed down the middle with the rudder. Keep both feet on the rudder pedals. Watching your videos brings back lots of memories!
Keep it up !! On TO I would say put an nose reference on a point in the distance and use the rudder to pin it there - developing your rudder reaction and directional control is the key to eveything. On landing, I think a lower approach speed will help you, (though I think you see that). The Luscombe is slippy machine and even 5 mph will make a difference. 1.3 Vso on the approach is 61-62mph; even 65mph on the approach will make things a lot easier for you. as you'll have less energy to loose in the final seconds of landing,. The approach speed for both wheel and three point should be exactly the same. You're getting there, keep practicing
@@AvianaAircraft slicker than some contemporaries. Get the energy right on approach and everything will be more manageable. BTW, didn't realise you had a Bo. is it a 33 or 36. They're a very handsome aeroplane.
Can you keep the tail will planted for a little longer to maintain directional control? Maybe he's off brake pressure once flying speed is almost there?
Great video and critique. The camera setup make is very helpful. I can see marked improvements with each event. Outstanding. BTW, seperate question; in a previous video your spinner fell off, did you do anything different when replacing it? I feel that the screw and nut plate holding mine on is kinda weak (seems to be a poor design).
I ordered this spinner and give it a wiggle on pre-flight :) www.univair.com/cessna/cessna-120-140/view-all/sm-spin-asy-univair-small-skull-cap-spinner-assembly/
Look at your airspeed indicator on approach. The Luscombe 8A stall speed is 37 kts/43MPH. Your approach speed should be 1.2~1.3 VSo, or about 45~48 kts/52~56MPH. Have your CFI explain the different effects of torque and "P Factor" if he hasn;t already done so... he should know the difference and the effect of each as you raise/lower the rear end of a taildragger.
It looks from the size of his legs, that your instructor weighs about 50 pounds more than you. That’s or more probably why that left wing was coming up.
Btw. If you don’t want your wing to pick up, Force the nose down on takeoff and don’t pull up till you have speed.
I am sure your instructor has said this but with a cross wind start your takeoff with full aileron into the wind. 2 things happen, a) The wing stays down and you have pressure on the main. b) The adverse yaw you mention helps to keep the plane straight and helps the rudder. When landing same thing once on the ground start feeding in full aileron it will keep the wing down and help the rudder keep the plane straight.
Deja Vu. I remember learning to land my Luscombe - even with a lot of taildragger time, it took me quite a few trips around the patch, but once I dial it in, it was like wearing the airplane. Nice tutorial.
Couple things; I have a Luscombe and have taught many people to fly tailwheel. Unless you have much crosswind, try just not touching the stick at all during the beginning of the takeoff. Luscomes are like Stearmans-the airplane will tell you it’s ready to fly: when the tail comes up it’s ready. You’re right about the adverse yaw when you apply much aileron. Makes for quite a bit of tap-dancing on the rudder pedals.
That was nearly 3 years ago, check out this video from last week ruclips.net/video/rPod6ji4P18/видео.html
When I was learning to fly tail draggers, in 1965, I had a hard time keeping it straight until I learned to watch the far end of the runway. Then it is SO much easier to feel the airplane start yawing around. Of course that was in a Cessna 120, a Citabria, and a Super Cub. Not a Luscombe.
Thanks for sharing. I loved mine. It made me much better pilot
The flight school I was involved with in the late 70s used Citabias for primary training; taught students how to use rudder and ailerons. You have to keep ahead of the plane. I love flying a stick.
beautiful plane. great lesson. you're doing great!
Thank you! Cheers!
I am just now seeing this a year after you posted it. I am a 50-year taildragger pilot, and I learned in a Luscombe. I want to point out something you said about adverse yaw. At the 5:56 mark you say "...if I raise the left wing the airplane wants to yaw to the right...". This is incorrect. If you raise the left wing (using right stick and not using enough right rudder), the aileron on the left wing deflects downward. This increases lift on the left wing (in the part where the aileron is located) which also increases drag and results in "pulling" the left wing aft, making the fuselage yaw to the left. You can prove this by going to cruise altitude, cruise speed, level flight and then, holding the rudder neutral, move the stick to the right. The plane will initially yaw to the left. Conversely, if you hold the rudder neutral and move the stick to the left the plane will yaw to the right. In both cases moving the stick left or right will raise a wing but without adding rudder, the fuselage will yaw the opposite direction. Again, adverse yaw is induced when an aileron is deflected downward, and it has to be countered with the addition of rudder to make a coordinated turn. Now a year after this video was posted I hope you are having great fun with your Luscombe. I think they are great airplanes and learning to fly one well will make you a very proficient pilot. Cheers!
Thanks for sharing your learning. Can be embarrassing to see yourself from where started. But a couple years from now we'll all be watching thinking, "nah he's got this now! He made it look easy!"
I was fortunate to start out in a J3 and a Cessna 140 (decades ago). Tricycle gear was a no brainer but everyone who learned on tricycle gear has a devil of a time with tail wheels. Plus, those light weight tail draggers are, as you said, very responsive!
Ok. Go to altitude. Fly one heading and bank left and right in succession in slow flight, about 10 kts over stall speed. Bank 30° left, right, left right. Immediately and without changing heading. Make the rudder and aileron inputs together and sufficient to keep the ball centered. Throw a string on the windshield like we use in gliders and only look outside. You got this! Nicely done on the self critique. I think you were pretty fair to yourself as well. Next time you're in town let's go flying in the glider! 65' of adverse yaw! Fly every day you can with the CFI until you are completely confident. You got this man.
I also like high and fast normal approaches. If the engine quits - you're good!
Nice Video. I'm a low time pilot that learned on a C150 and am now trying to get the J3 to behave. It's ton's of fun. I think the camera setup is great for learning. I haven't used mine yet, but will try to find a good mounting point where I can see both the stick and over the nose. You proved that it's a great way to figure out what's going on.
By the way. I would always have my students hold the stick with a flat hand on the front. It only comes back on a 3 point. They have a tendency to push it foreward creating problems. It should only come back.
Try and keep it on the rwy centreline, both landing and takeoff, it will improve your flying performance over time. Nice video.
Seems like you have a slight left crosswind that is picking the left wing up. Keep the aileron planted and ease off.
You’re in a real airplane now brother. Dance on that rudder!!!
I failed medical and my Pietenpol Aircamper is almost done.Thanks for posting. Gonna go illegal. A piece of paper cannot fly.
The turn cordinator doesn’t mean the plane is going straight buddy. It means the tail is behind the plane. The reason for the problem is you’re used to a plane that is static. A tailwheel is dynamic. You have no time to look at a turn cordinator. The reason for the bounce is you were too fast. That the only reason they bounce. You’re looking too far down the runway if you bounce- 7500 hour ex tailwheel instructor. You’re instructor seems better than most. We are hard to find, lot of hacks out there.
Agreed! I owned a 46 8A for years. You have no business looking down at the ball during takeoff and landing. Gentle but positive control movements. Aileron into the crosswind to keep the wing from rising before she's ready to fly, and keep her pointed down the middle with the rudder. Keep both feet on the rudder pedals. Watching your videos brings back lots of memories!
Great Video! you are almost there! keep it going!!
Need some more crosswind experience and wheel landings
@@AvianaAircraft stick all the way back, lower your wing to the wind and keep moving your feets
Keep it up !! On TO I would say put an nose reference on a point in the distance and use the rudder to pin it there - developing your rudder reaction and directional control is the key to eveything. On landing, I think a lower approach speed will help you, (though I think you see that). The Luscombe is slippy machine and even 5 mph will make a difference. 1.3 Vso on the approach is 61-62mph; even 65mph on the approach will make things a lot easier for you. as you'll have less energy to loose in the final seconds of landing,. The approach speed for both wheel and three point should be exactly the same. You're getting there, keep practicing
This thing IS slick! I thought it would slow down more. I got spoiled flying constant speed props with extendable gear.
@@AvianaAircraft slicker than some contemporaries. Get the energy right on approach and everything will be more manageable. BTW, didn't realise you had a Bo. is it a 33 or 36. They're a very handsome aeroplane.
@@DavidKelly-ce6ys I wish! I used to fly a friend's V-tail for a few years, but that Bonanza 33 in the background is not mine (community hangar)
Can you keep the tail will planted for a little longer to maintain directional control? Maybe he's off brake pressure once flying speed is almost there?
Tail low takeoffs are a great way to ease into tail wheel flying. At the time I was just ham footed. All better now 😁
Great video! Flying tail wheel planes definitely comes with a learning curve! Do you have your Private? Or is this initial training? Keep it up!
Yea I have my private, this is like learning from scratch though, loving it!
This looks way too familiar. I started in an Aeronca Champ. Looked very similar
Can u two hand the stick ?
Great video and critique. The camera setup make is very helpful. I can see marked improvements with each event. Outstanding.
BTW, seperate question; in a previous video your spinner fell off, did you do anything different when replacing it? I feel that the screw and nut plate holding mine on is kinda weak (seems to be a poor design).
I ordered this spinner and give it a wiggle on pre-flight :)
www.univair.com/cessna/cessna-120-140/view-all/sm-spin-asy-univair-small-skull-cap-spinner-assembly/
Look at your airspeed indicator on approach. The Luscombe 8A stall speed is 37 kts/43MPH. Your approach speed should be 1.2~1.3 VSo, or about 45~48 kts/52~56MPH. Have your CFI explain the different effects of torque and "P Factor" if he hasn;t already done so... he should know the difference and the effect of each as you raise/lower the rear end of a taildragger.
Sorry I meant to say ease off back pressure.
It looks from the size of his legs, that your instructor weighs about 50 pounds more than you. That’s or more probably why that left wing was coming up.
does this plane not have flaps??
Nope. Some do but it adds weight