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Super Cub and Taildragger Landing Tips and Insights

Feb 21, 2022
its been about two years since i bought my piper

super

cub and i still love it when i bought it i had no rear wheel time only once i set it up as a passenger on a piper j3 cub as a kid until the strapping on the pilot seat of the

super

cube all my previous pilots in command had been in trike geared planes like cessna 172, 182 and piper archers and warriors, to put it lightly learning to fly a tail dragger on a super cub was quite an experience and without a doubt, I am still learning to fly and I suppose that I will be for many years.
super cub and taildragger landing tips and insights
After purchasing the plane to meet my insurance company's requirements, I took the mandatory 10 hours of tailwheel flight training as part of getting my tail endorsement at the time. I met both requirements. Naively I thought I had a good handle on how to fly the plane and in particular landed as you can see in this video of me

landing

for the first time on an extremely wide and long runway. I still had a lot. winning when it came to

landing

a tail drag I came in hot at around 75 mph and accepted cleared to land off the tower with a five knot tailwind to the right between an airspeed that was too fast and a ground speed that was even faster i was in the scare of my life when i landed and bounced twice luckily my training started when i saw i was losing control of the aircraft's direction i applied full power and slowly launched for a spin or in this case it just stabilized me back on file and I continued down the 11,000+ foot runway to make another attempt to land at a slower airspeed since that day.
super cub and taildragger landing tips and insights

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super cub and taildragger landing tips and insights...

I have improved my landings a lot, although that particular landing was a bit scary. I wrote it down as a learning experience and reflected on what I was doing wrong or had done wrong and more importantly what I needed to do better to do better. I came to some conclusions. First, my airspeed needed to be much slower on final approach. ch today when it's just me and the plane my final approach speed is between 65-60 miles per hour with flaps or full flaps the second goal is to do three point landings instead of wheel landings although the speed Final approach should be the same for either type of landing.
super cub and taildragger landing tips and insights
In general, pilots, myself included, have a tendency to get to touchdown faster when doing a wheeled landing for better visibility when landing. I preferred the wheeled landing, however with wheeled inputs comes increased kinetic energy that must be dissipated upon landing. on dry land it can be quite difficult to maintain directional control of a custom aircraft when you have to dissipate that amount of energy once it hits the mains, as I so illustratively demonstrate to myself that I never accept a landing clearance that is not appropriate for the aircraft you are flying I should have refused the clearance the tower had given me that day and requested to land in the opposite direction fourth I needed to practice doing more landings, many more landings than I did after two years of flying the super cub and after doing hundreds of landings since that ordeal landing, most of which, by the way, have been on tarmac paved runways, I think I've come a long way in my wild tail landing skills today , when I take out the plane, I no longer have interpretation and doubts about my abilities to make safe landings in it, in addition to cont While my final approach speed is up, I also have a better feel for stopping the final descent by simply pulling back on the stick slightly or applying a little extra power to make sure I create a higher angle of attack and allow the aircraft to land at a higher angle of attack. slower airspeed on a three point landing or near a three point landing with much less energy to drive in deploying and stopping the plane too if I had to describe it in one word and how I feel about improving my landings that I have lowered to the word junkier i am a junkier pilot as opposed to a trike plane where a pilot can be much slower to react with the rudder pedals and ailerons to maintain directional control of the aircraft when landing and taxiing after landing a drier tail The plane requires the pilot to be much more attentive to what the plane is doing once it lands and consequently cia, be very quick and agile with the stick and rudder pedals to ensure the plane maintains directional control and doesn't try to fly again specifically what that means tail drag pilot hits and bumps the rudder pedals, not the brakes, to maintain directional control of the aircraft, so that this longitudinal axis is aligned straight and centered on the runway as the aircraft comes to a stop two that the stick is pulled back upon landing to hold and hold the tail to runway three and have the stick pushed sideways in the direction of any crosswind to make sure the wing lift doesn't lift and cause the plane to spin or try to fly partially again with respect to the brakes again I just apply the brakes. heel brakes after the plane almost comes to a stop under its own momentum hitting the brakes instead of the rudder pedals after landing can lead to a nose crash and end up costing you a fortune in aircraft repairs; also in this situation it might be limited to only people with bigger feet like me.
super cub and taildragger landing tips and insights
I find it impossible to evenly apply the heel brakes, therefore it is very easy to lose direction. control of the aircraft if I accidentally have differential braking applied directly to me, I find it best to let the aircraft reach near slow launch speed before beginning to lightly apply the heel brakes to finally bring the aircraft to a stop As all pilots know , when landing on a very large and wide runway for the first time or after a long time, there is a tendency to widen out high and therefore potentially end up with a hard runway. learning to mitigate the situation on my super pup by doing something akin to a glassy seaplane landing in many respects the situation is the same a very wide and large runway can reduce peripheral vision cues and how close you are to the ground which affects its ability to know when to transition and widen for landing, therefore I feel it is best to significantly reduce my rate of descent when landing on larger and wider runways by slight power and pitch adjustments and be patient so that Those wheels touch the ground. the runway so like I said I love to fly my super pup and it has certainly forced me to be a better flyer.
The extra pilot finesse and control it has demanded of me has also transferred into my trike plane flying skills and not just landings, so for any pilot thinking about getting a tailwheel backup or buying a tail drag plane I highly recommend it will certainly humble you and improve your aviator kills and in the process give you the opportunity to fly to airfields and backcountry destinations trike gear planes just aren't there equipped to do it. If you found this video helpful please hit the like button, subscribe to the channel and hit the notification button so you get notified when I come out with another video of yours

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