How does a single engine tail wheel landing gear airplane turn when it on the ground?
$begingroup$
Say Cessna 140 as in this video, look like no additional device to make it turnable when it on the ground. It is a single engine and a tail wheel landing gear. Then, how does it turn?
aircraft-design aircraft-systems aircraft-physics
asked 5 hours ago
AirCraft LoverAirCraft Lover
726315
$endgroup$
add a comment |
$begingroup$
Say Cessna 140 as in this video, look like no additional device to make it turnable when it on the ground. It is a single engine and a tail wheel landing gear. Then, how does it turn?
aircraft-design aircraft-systems aircraft-physics
asked 5 hours ago
AirCraft LoverAirCraft Lover
726315
$endgroup$
add a comment |
$begingroup$
Say Cessna 140 as in this video, look like no additional device to make it turnable when it on the ground. It is a single engine and a tail wheel landing gear. Then, how does it turn?
aircraft-design aircraft-systems aircraft-physics
asked 5 hours ago
AirCraft LoverAirCraft Lover
726315
$endgroup$
Say Cessna 140 as in this video, look like no additional device to make it turnable when it on the ground. It is a single engine and a tail wheel landing gear. Then, how does it turn?
aircraft-design aircraft-systems aircraft-physics
aircraft-design aircraft-systems aircraft-physics
asked 5 hours ago
AirCraft LoverAirCraft Lover
726315
asked 5 hours ago
AirCraft LoverAirCraft Lover
726315
asked 5 hours ago
AirCraft LoverAirCraft Lover
726315
asked 5 hours ago
AirCraft LoverAirCraft Lover
726315
asked 5 hours ago
AirCraft LoverAirCraft Lover
726315
726315
add a comment |
add a comment |
3 Answers
3
active
oldest
votes
$begingroup$
The rudder cable circuit is also connected to the steerable tailwheel through springs that provide a compliant connection. When you push a pedal it also creates a turn in that direction on the ground.
However the arrangement is unstable in the rolling plane. The main traction elements, the two front wheels, are ahead of the center of mass so the thing wants to switch ends, like pushing a shopping cart backwards. So there is no rolling self-aligning tendency like with a tri-gear and you have to actively provide "artificial stability" with your feet.
That, plus the kind of laggy response when the little wheel in the back is turned, with a springy connection, means there is usually a little foot dance going on while you are rolling. When necessary, you use differential braking to help things along if a steering input (a stab on the rudder) isn't having the effect you want.
Once you are rolling above about 30 mph, the rudder itself starts to provide most of your steering control.
Taildraggers take quite a bit more attention and skill to control while rolling, which gives them a bit of cache' that trigears don't, among pilots that are into that sort of thing (like me).
answered 4 hours ago
John KJohn K
18.7k12354
$endgroup$
$begingroup$
Do you know the rough percentage of GA taildraggers that have a steerable tail wheel? I know some do, but was under the impression that a majority castor freely.
$endgroup$
– Michael Hall
4 hours ago
$begingroup$
I have a friend with a Tiger Moth built in the early 40s with a free castering tailwheel that does't lock or anything. It's a challenge. Other than that you will see two configurations in virtually all cases; steerable or locking/castering. On some larger taildraggers the tail wheel locks straight for takeoff and landing and can be unlocked to caster when taxiing. You control those with brakes-only at slower speed and rudder at high speed. The VAST majority of tailwheel aircraft have steerable tailwheels with a breakout cam device that allows it to caster when you want to spin in a circle.
$endgroup$
– John K
2 hours ago
add a comment |
$begingroup$
Mainly differential braking is used to control direction while taxiing at low speed on the ground. Above a certain airspeed during take off and landing ground roll the rudder is also effective.
answered 4 hours ago
Michael HallMichael Hall
1,087310
$endgroup$
add a comment |
$begingroup$
You steer a single engine conventional gear airplane the same as you would a twin - differential braking and rudder pressure. Some tail draggers have bungee links between the rudder and the tail wheel providing limited steering. But for the most part conventional gear airplanes use a free castering tailwheel.
answered 1 hour ago
Carlo FelicioneCarlo Felicione
41.9k377152
$endgroup$
add a comment |
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3 Answers
3
active
oldest
votes
3 Answers
3
active
oldest
votes
active
oldest
votes
active
oldest
votes
$begingroup$
The rudder cable circuit is also connected to the steerable tailwheel through springs that provide a compliant connection. When you push a pedal it also creates a turn in that direction on the ground.
However the arrangement is unstable in the rolling plane. The main traction elements, the two front wheels, are ahead of the center of mass so the thing wants to switch ends, like pushing a shopping cart backwards. So there is no rolling self-aligning tendency like with a tri-gear and you have to actively provide "artificial stability" with your feet.
That, plus the kind of laggy response when the little wheel in the back is turned, with a springy connection, means there is usually a little foot dance going on while you are rolling. When necessary, you use differential braking to help things along if a steering input (a stab on the rudder) isn't having the effect you want.
Once you are rolling above about 30 mph, the rudder itself starts to provide most of your steering control.
Taildraggers take quite a bit more attention and skill to control while rolling, which gives them a bit of cache' that trigears don't, among pilots that are into that sort of thing (like me).
answered 4 hours ago
John KJohn K
18.7k12354
$endgroup$
$begingroup$
Do you know the rough percentage of GA taildraggers that have a steerable tail wheel? I know some do, but was under the impression that a majority castor freely.
$endgroup$
– Michael Hall
4 hours ago
$begingroup$
I have a friend with a Tiger Moth built in the early 40s with a free castering tailwheel that does't lock or anything. It's a challenge. Other than that you will see two configurations in virtually all cases; steerable or locking/castering. On some larger taildraggers the tail wheel locks straight for takeoff and landing and can be unlocked to caster when taxiing. You control those with brakes-only at slower speed and rudder at high speed. The VAST majority of tailwheel aircraft have steerable tailwheels with a breakout cam device that allows it to caster when you want to spin in a circle.
$endgroup$
– John K
2 hours ago
add a comment |
$begingroup$
The rudder cable circuit is also connected to the steerable tailwheel through springs that provide a compliant connection. When you push a pedal it also creates a turn in that direction on the ground.
However the arrangement is unstable in the rolling plane. The main traction elements, the two front wheels, are ahead of the center of mass so the thing wants to switch ends, like pushing a shopping cart backwards. So there is no rolling self-aligning tendency like with a tri-gear and you have to actively provide "artificial stability" with your feet.
That, plus the kind of laggy response when the little wheel in the back is turned, with a springy connection, means there is usually a little foot dance going on while you are rolling. When necessary, you use differential braking to help things along if a steering input (a stab on the rudder) isn't having the effect you want.
Once you are rolling above about 30 mph, the rudder itself starts to provide most of your steering control.
Taildraggers take quite a bit more attention and skill to control while rolling, which gives them a bit of cache' that trigears don't, among pilots that are into that sort of thing (like me).
answered 4 hours ago
John KJohn K
18.7k12354
$endgroup$
$begingroup$
Do you know the rough percentage of GA taildraggers that have a steerable tail wheel? I know some do, but was under the impression that a majority castor freely.
$endgroup$
– Michael Hall
4 hours ago
$begingroup$
I have a friend with a Tiger Moth built in the early 40s with a free castering tailwheel that does't lock or anything. It's a challenge. Other than that you will see two configurations in virtually all cases; steerable or locking/castering. On some larger taildraggers the tail wheel locks straight for takeoff and landing and can be unlocked to caster when taxiing. You control those with brakes-only at slower speed and rudder at high speed. The VAST majority of tailwheel aircraft have steerable tailwheels with a breakout cam device that allows it to caster when you want to spin in a circle.
$endgroup$
– John K
2 hours ago
add a comment |
$begingroup$
The rudder cable circuit is also connected to the steerable tailwheel through springs that provide a compliant connection. When you push a pedal it also creates a turn in that direction on the ground.
However the arrangement is unstable in the rolling plane. The main traction elements, the two front wheels, are ahead of the center of mass so the thing wants to switch ends, like pushing a shopping cart backwards. So there is no rolling self-aligning tendency like with a tri-gear and you have to actively provide "artificial stability" with your feet.
That, plus the kind of laggy response when the little wheel in the back is turned, with a springy connection, means there is usually a little foot dance going on while you are rolling. When necessary, you use differential braking to help things along if a steering input (a stab on the rudder) isn't having the effect you want.
Once you are rolling above about 30 mph, the rudder itself starts to provide most of your steering control.
Taildraggers take quite a bit more attention and skill to control while rolling, which gives them a bit of cache' that trigears don't, among pilots that are into that sort of thing (like me).
answered 4 hours ago
John KJohn K
18.7k12354
$endgroup$
The rudder cable circuit is also connected to the steerable tailwheel through springs that provide a compliant connection. When you push a pedal it also creates a turn in that direction on the ground.
However the arrangement is unstable in the rolling plane. The main traction elements, the two front wheels, are ahead of the center of mass so the thing wants to switch ends, like pushing a shopping cart backwards. So there is no rolling self-aligning tendency like with a tri-gear and you have to actively provide "artificial stability" with your feet.
That, plus the kind of laggy response when the little wheel in the back is turned, with a springy connection, means there is usually a little foot dance going on while you are rolling. When necessary, you use differential braking to help things along if a steering input (a stab on the rudder) isn't having the effect you want.
Once you are rolling above about 30 mph, the rudder itself starts to provide most of your steering control.
Taildraggers take quite a bit more attention and skill to control while rolling, which gives them a bit of cache' that trigears don't, among pilots that are into that sort of thing (like me).
answered 4 hours ago
John KJohn K
18.7k12354
answered 4 hours ago
John KJohn K
18.7k12354
answered 4 hours ago
John KJohn K
18.7k12354
answered 4 hours ago
John KJohn K
18.7k12354
18.7k12354
$begingroup$
Do you know the rough percentage of GA taildraggers that have a steerable tail wheel? I know some do, but was under the impression that a majority castor freely.
$endgroup$
– Michael Hall
4 hours ago
$begingroup$
I have a friend with a Tiger Moth built in the early 40s with a free castering tailwheel that does't lock or anything. It's a challenge. Other than that you will see two configurations in virtually all cases; steerable or locking/castering. On some larger taildraggers the tail wheel locks straight for takeoff and landing and can be unlocked to caster when taxiing. You control those with brakes-only at slower speed and rudder at high speed. The VAST majority of tailwheel aircraft have steerable tailwheels with a breakout cam device that allows it to caster when you want to spin in a circle.
$endgroup$
– John K
2 hours ago
add a comment |
$begingroup$
Do you know the rough percentage of GA taildraggers that have a steerable tail wheel? I know some do, but was under the impression that a majority castor freely.
$endgroup$
– Michael Hall
4 hours ago
$begingroup$
I have a friend with a Tiger Moth built in the early 40s with a free castering tailwheel that does't lock or anything. It's a challenge. Other than that you will see two configurations in virtually all cases; steerable or locking/castering. On some larger taildraggers the tail wheel locks straight for takeoff and landing and can be unlocked to caster when taxiing. You control those with brakes-only at slower speed and rudder at high speed. The VAST majority of tailwheel aircraft have steerable tailwheels with a breakout cam device that allows it to caster when you want to spin in a circle.
$endgroup$
– John K
2 hours ago
$begingroup$
Do you know the rough percentage of GA taildraggers that have a steerable tail wheel? I know some do, but was under the impression that a majority castor freely.
$endgroup$
– Michael Hall
4 hours ago
$begingroup$
Do you know the rough percentage of GA taildraggers that have a steerable tail wheel? I know some do, but was under the impression that a majority castor freely.
$endgroup$
– Michael Hall
4 hours ago
$begingroup$
I have a friend with a Tiger Moth built in the early 40s with a free castering tailwheel that does't lock or anything. It's a challenge. Other than that you will see two configurations in virtually all cases; steerable or locking/castering. On some larger taildraggers the tail wheel locks straight for takeoff and landing and can be unlocked to caster when taxiing. You control those with brakes-only at slower speed and rudder at high speed. The VAST majority of tailwheel aircraft have steerable tailwheels with a breakout cam device that allows it to caster when you want to spin in a circle.
$endgroup$
– John K
2 hours ago
$begingroup$
I have a friend with a Tiger Moth built in the early 40s with a free castering tailwheel that does't lock or anything. It's a challenge. Other than that you will see two configurations in virtually all cases; steerable or locking/castering. On some larger taildraggers the tail wheel locks straight for takeoff and landing and can be unlocked to caster when taxiing. You control those with brakes-only at slower speed and rudder at high speed. The VAST majority of tailwheel aircraft have steerable tailwheels with a breakout cam device that allows it to caster when you want to spin in a circle.
$endgroup$
– John K
2 hours ago
add a comment |
$begingroup$
Mainly differential braking is used to control direction while taxiing at low speed on the ground. Above a certain airspeed during take off and landing ground roll the rudder is also effective.
answered 4 hours ago
Michael HallMichael Hall
1,087310
$endgroup$
add a comment |
$begingroup$
Mainly differential braking is used to control direction while taxiing at low speed on the ground. Above a certain airspeed during take off and landing ground roll the rudder is also effective.
answered 4 hours ago
Michael HallMichael Hall
1,087310
$endgroup$
add a comment |
$begingroup$
Mainly differential braking is used to control direction while taxiing at low speed on the ground. Above a certain airspeed during take off and landing ground roll the rudder is also effective.
answered 4 hours ago
Michael HallMichael Hall
1,087310
$endgroup$
Mainly differential braking is used to control direction while taxiing at low speed on the ground. Above a certain airspeed during take off and landing ground roll the rudder is also effective.
answered 4 hours ago
Michael HallMichael Hall
1,087310
answered 4 hours ago
Michael HallMichael Hall
1,087310
answered 4 hours ago
Michael HallMichael Hall
1,087310
answered 4 hours ago
Michael HallMichael Hall
1,087310
1,087310
add a comment |
add a comment |
$begingroup$
You steer a single engine conventional gear airplane the same as you would a twin - differential braking and rudder pressure. Some tail draggers have bungee links between the rudder and the tail wheel providing limited steering. But for the most part conventional gear airplanes use a free castering tailwheel.
answered 1 hour ago
Carlo FelicioneCarlo Felicione
41.9k377152
$endgroup$
add a comment |
$begingroup$
You steer a single engine conventional gear airplane the same as you would a twin - differential braking and rudder pressure. Some tail draggers have bungee links between the rudder and the tail wheel providing limited steering. But for the most part conventional gear airplanes use a free castering tailwheel.
answered 1 hour ago
Carlo FelicioneCarlo Felicione
41.9k377152
$endgroup$
add a comment |
$begingroup$
You steer a single engine conventional gear airplane the same as you would a twin - differential braking and rudder pressure. Some tail draggers have bungee links between the rudder and the tail wheel providing limited steering. But for the most part conventional gear airplanes use a free castering tailwheel.
answered 1 hour ago
Carlo FelicioneCarlo Felicione
41.9k377152
$endgroup$
You steer a single engine conventional gear airplane the same as you would a twin - differential braking and rudder pressure. Some tail draggers have bungee links between the rudder and the tail wheel providing limited steering. But for the most part conventional gear airplanes use a free castering tailwheel.
answered 1 hour ago
Carlo FelicioneCarlo Felicione
41.9k377152
answered 1 hour ago
Carlo FelicioneCarlo Felicione
41.9k377152
answered 1 hour ago
Carlo FelicioneCarlo Felicione
41.9k377152
answered 1 hour ago
Carlo FelicioneCarlo Felicione
41.9k377152
41.9k377152
add a comment |
add a comment |
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