The Murphy Builders Site

Anybody read this book? Any recommendations on float flying?
Regards,
Warren

Conventional Gear: Flying a Taildragger By David Robson
What's 'Conventional' About "Conventional Gear?"
"Conventional gear" was the traditional configuration of an airplane's landing
gear. The new book from
ASA, Conventional Gear: Flying a Taildragger, explains in detail how to fly an
airplane that has this
tailwheel type of landing gear, known as "taildraggers." Many vintage
airplanes, aerobatic planes,
cropdusters, and ultralights are taildraggers, which means there are still a
large number of pilots who
need to learn these particular skills and techniques.
A taildragger is more difficult to operate on the ground because the center of
gravity is behind the main
wheels; therefore, it tends to divert from a straight line with movement. It
is more difficult to control upon
takeoff; it is also harder to land, as it tends to bounce and weathervane on
touchdown unless the pilot
is skilled. So, because it takes more piloting skill, flying a taildragger
well is one mark of a good pilot.
Taildraggers are also considered better-equipped for rough-field landings and
takeoffs, as well as turf
operations, and soft-field work.
The three parts of the book include: the theory and dynamics of a tailwheel
airplane; the piloting
techniques needed to safely operate a tailwheel airplane; and a series of
descriptions of what it is like
to fly a selection of traditional and current tailwheel airplanes. The last
section is edited by the author
from contributions of pilots and airline captains with experience in the
particular tailwheel airplanes
covered.
Written in plain language with many clear illustrations to explain the
dynamics and techniques,
Conventional Gear provides a thorough foundation of knowledge for the pilot
seeking a tailwheel
endorsement. It presents the combined experience of thousands of flight hours
by civilian and military
pilots who grew up flying airplanes with conventional gear.
Softcover, 220 pages. $19.95.
FMI: www.asa2fly.com

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Hi Warren !

Haven't read that one, but for floats, look for anything by
Jay Frey (Pres. of EDO floats) - his stuff is good. I think I've
even seen a video he made - had some stuff from Brown's Seaplane
Base in it, if I remember ...

Flying the Rebel, and especially the Super Rebel on wheels is
REALLY EASY - not at all like some early taildraggers !! It should
be an easy transition !!
.....bobp

------------------------------------orig.--------------------------------

At 01:51 AM 11/29/01 +0400, you wrote:

Anybody read this book? Any recommendations on float flying?
Regards,
Warren

Conventional Gear: Flying a Taildragger By David Robson
What's 'Conventional' About "Conventional Gear?"
"Conventional gear" was the traditional configuration of an airplane's

landing

gear. The new book from
ASA, Conventional Gear: Flying a Taildragger, explains in detail how to

fly an

airplane that has this
tailwheel type of landing gear, known as "taildraggers." Many vintage
airplanes, aerobatic planes,
cropdusters, and ultralights are taildraggers, which means there are still a
large number of pilots who
need to learn these particular skills and techniques.
A taildragger is more difficult to operate on the ground because the

center of

gravity is behind the main
wheels; therefore, it tends to divert from a straight line with movement. It
is more difficult to control upon
takeoff; it is also harder to land, as it tends to bounce and weathervane on
touchdown unless the pilot
is skilled. So, because it takes more piloting skill, flying a taildragger
well is one mark of a good pilot.
Taildraggers are also considered better-equipped for rough-field landings and
takeoffs, as well as turf
operations, and soft-field work.
The three parts of the book include: the theory and dynamics of a tailwheel
airplane; the piloting
techniques needed to safely operate a tailwheel airplane; and a series of
descriptions of what it is like
to fly a selection of traditional and current tailwheel airplanes. The last
section is edited by the author
from contributions of pilots and airline captains with experience in the
particular tailwheel airplanes
covered.
Written in plain language with many clear illustrations to explain the
dynamics and techniques,
Conventional Gear provides a thorough foundation of knowledge for the pilot
seeking a tailwheel
endorsement. It presents the combined experience of thousands of flight hours
by civilian and military
pilots who grew up flying airplanes with conventional gear.
Softcover, 220 pages. $19.95.
FMI: www.asa2fly.com

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Hi Warren Flying a floatplane by marin faure is a good book. It covers
everything and gives a little history lesson as well. Some canadian
librarys have it but I don't know about the middle east :]
ISBN# is 0-8306-3436-3.

and on the same thread I am finally a float pilot. Huron aviation in Sarnia
ont is giving float instruction with a C172 on the st.clair river. I flew
into sarnia airport and we drove down to the river for lessons the
instructor is a guy I know and he's been flying out of red lake for the
last 2 summers. It's really neat doing splash and gos with a 30 mile runway.

Drew Dalgleish


At 01:51 AM 11/29/2001 +0400, you wrote:

Anybody read this book? Any recommendations on float flying?
Regards,
Warren

Conventional Gear: Flying a Taildragger By David Robson
What's 'Conventional' About "Conventional Gear?"
"Conventional gear" was the traditional configuration of an airplane's

landing

gear. The new book from
ASA, Conventional Gear: Flying a Taildragger, explains in detail how to

fly an

airplane that has this
tailwheel type of landing gear, known as "taildraggers." Many vintage
airplanes, aerobatic planes,
cropdusters, and ultralights are taildraggers, which means there are

still a

large number of pilots who
need to learn these particular skills and techniques.
A taildragger is more difficult to operate on the ground because the

center of

gravity is behind the main
wheels; therefore, it tends to divert from a straight line with

movement. It

is more difficult to control upon
takeoff; it is also harder to land, as it tends to bounce and

weathervane on

touchdown unless the pilot
is skilled. So, because it takes more piloting skill, flying a taildragger
well is one mark of a good pilot.
Taildraggers are also considered better-equipped for rough-field

landings and

takeoffs, as well as turf
operations, and soft-field work.
The three parts of the book include: the theory and dynamics of a tailwheel
airplane; the piloting
techniques needed to safely operate a tailwheel airplane; and a series of
descriptions of what it is like
to fly a selection of traditional and current tailwheel airplanes. The last
section is edited by the author
from contributions of pilots and airline captains with experience in the
particular tailwheel airplanes
covered.
Written in plain language with many clear illustrations to explain the
dynamics and techniques,
Conventional Gear provides a thorough foundation of knowledge for the pilot
seeking a tailwheel
endorsement. It presents the combined experience of thousands of flight

hours

by civilian and military
pilots who grew up flying airplanes with conventional gear.
Softcover, 220 pages. $19.95.
FMI: www.asa2fly.com

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Warren, I have "the compleat taildragger pilot" by Harvey S. Plourde.
Pricey, but a fairly good read with a few views I don't agree with but
that's life! And that incorrect spelling of complete is correct in the
title! Looks like "self" published so may be a hard find.

For float flying I have fairly thick book titled "Flying a Floatplane" by
Marin Faure. It is a very good read! TAB publishing #3436

I also have the "How to fly Floats" book put out by EDO Corp that Bob P.
Speaks of, written by J.J. Frey. It's a book about the size of a C172 pilot
operating handbook, but many good things crammed into it. Published and
Copyrighted by EDO Float Corp.

Regards,
Wayne G.O'Shea
www.irishfield.on.ca

----- Original Message -----
From: "Bob Patterson" <bob.patterson@canrem.com>
To: <murphy-rebel@dcsol.com>
Sent: Wednesday, November 28, 2001 5:19 PM
Subject: Re: Flying a Taildragger By David Robson

Hi Warren !

Haven't read that one, but for floats, look for anything by
Jay Frey (Pres. of EDO floats) - his stuff is good. I think I've
even seen a video he made - had some stuff from Brown's Seaplane
Base in it, if I remember ...

Flying the Rebel, and especially the Super Rebel on wheels is
REALLY EASY - not at all like some early taildraggers !! It should
be an easy transition !!
.....bobp

------------------------------------orig.--------------------------------

At 01:51 AM 11/29/01 +0400, you wrote:

Anybody read this book? Any recommendations on float flying?
Regards,
Warren

Conventional Gear: Flying a Taildragger By David Robson
What's 'Conventional' About "Conventional Gear?"
"Conventional gear" was the traditional configuration of an airplane's

landing

gear. The new book from
ASA, Conventional Gear: Flying a Taildragger, explains in detail how to

fly an

airplane that has this
tailwheel type of landing gear, known as "taildraggers." Many vintage
airplanes, aerobatic planes,
cropdusters, and ultralights are taildraggers, which means there are

still a

large number of pilots who
need to learn these particular skills and techniques.
A taildragger is more difficult to operate on the ground because the

center of

gravity is behind the main
wheels; therefore, it tends to divert from a straight line with

movement. It

is more difficult to control upon
takeoff; it is also harder to land, as it tends to bounce and

weathervane on

touchdown unless the pilot
is skilled. So, because it takes more piloting skill, flying a

taildragger

well is one mark of a good pilot.
Taildraggers are also considered better-equipped for rough-field

landings and

takeoffs, as well as turf
operations, and soft-field work.
The three parts of the book include: the theory and dynamics of a

tailwheel

airplane; the piloting
techniques needed to safely operate a tailwheel airplane; and a series

of

descriptions of what it is like
to fly a selection of traditional and current tailwheel airplanes. The

last

section is edited by the author
from contributions of pilots and airline captains with experience in

the

particular tailwheel airplanes
covered.
Written in plain language with many clear illustrations to explain the
dynamics and techniques,
Conventional Gear provides a thorough foundation of knowledge for the

pilot

seeking a tailwheel
endorsement. It presents the combined experience of thousands of flight

hours

by civilian and military
pilots who grew up flying airplanes with conventional gear.
Softcover, 220 pages. $19.95.
FMI: www.asa2fly.com

** To unsubscribe, send e-mail to list-server@dcsol.com with

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Flying the Rebel, and especially the Super Rebel on wheels is
REALLY EASY - not at all like some early taildraggers !! It should
be an easy transition !!
.....bobp

Bob, I'm sure you are correct and since I've only had one flight in a Rebel
I won't presume to argue the point BUT... here is a recent experience of
mine.
The plane I recently acquired (Bakeng Duce: high wing taildragger, Cessna
gear) was owned by a low time Cessna 150 experienced pilot. He had two
flights in it and decided it was too much for him and it had to go. Because
of this I was prepared for a squirly handling machine. Turned out to be
pretty gentle, very much like my 170 homebuilt. My conclusion is that with
experience we forget that we have learned to anticipate the vagaries if a
tail dragger and that for a person with only trike experience any
taildragger can be a handful.
Peter.




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You're right, Peter - it is easy to forget the early days, but...

I've transitioned a few people to the Rebel - some interesting
moments, like not having a grass field, only an International Airport
for test flights and training ! It seems to me that, if a pilot
has had good training in the first place, they won't have a problem.
They know enough to land even a trike on the mains first, and lift the
nosewheel early on takeoff, while controlling to stay straight, even in
gusty crosswinds. Those folks are fine - it's the "drive 'em on" cowboys
that wheelbarrow down the runway who have problems. They never learned
how to fly properly to start with !

Of course, anather big factor is the mystique that is being
built up about the 'terrible taildragger' - it creates a fear that
can prevent learning. As Henry Ford said "Whether you think you can,
or you think you can't, you are right !!" People do have accidents
because they are afraid of the airplane - sounds like your 150 driver !

There could have been other factors too - many people grossly
underestimate the importance of having enough cushions under you
to get a good view and feel for the aircraft. I always suggest that
Rebel seat cushions should be at least 8" thick, partly to get you
up out of the hole, and partly to prevent your voice rising a couple
of octaves when gettin out. (That seat belt attach fitting is in a
very sensitive area !! ;-) ) And, in the Duece, there's the
problem of wind buffetting your head and blurring your vision ....
(Also a consideration in the Renegade, if you don't have a windshield
directly in front of the rear seat !) All of those things can
give a disorienting and uncomfortable ride, and cause the pilot to
want to return to a comfortable, familiar environment.

I've been flying power since 1957, and gliders since 1959,
instructing on gliders since 1972, and have flown a lot of different
taildraggers (and a few trikes - wearing a brown paper bag with
eyeholes, of course, so nobody would see me ! ;-) ). I really do
think that the Rebel is a very easy taildragger to fly, although,
like all airplanes, it has its little quirks & tricks. I found the
Super Rebel to be even easier in many ways, although it is a bigger
airplane, and most will load it down with 'extras' that increase the
pilot workload. The basic SR is a joy to fly, extremely stable, with
solid performance. I've taken off on grass in 300 ft., with the O-540,
very lightly loaded !

You have taildragger time already, so the following is more
for others out there ....

The best suggestion I can make is - get a few hours in a
Citabria or a Cub, then get someone to show you how to fly the Rebel
for a few hours. Start on a grass strip if you can - it's much more
forgiving if you get sideways on landing or takeoff ! That bit
of dual flying can be the best investment you'll make !! You've
spent a lot of time building that Rebel - it'd be a shame to bend it !

Even folks who have never flown a taildragger can be safe in
a Rebel in 4 to 10 hours - and then have a lifetime of enjoyment
from their creation !!

....bobp

-----------------------------orig.-------------------------------------
At 07:16 PM 11/28/01 -0500, you wrote:

Flying the Rebel, and especially the Super Rebel on wheels is
REALLY EASY - not at all like some early taildraggers !! It should
be an easy transition !!
.....bobp

Bob, I'm sure you are correct and since I've only had one flight in a Rebel
I won't presume to argue the point BUT... here is a recent experience of
mine.
The plane I recently acquired (Bakeng Duce: high wing taildragger, Cessna
gear) was owned by a low time Cessna 150 experienced pilot. He had two
flights in it and decided it was too much for him and it had to go. Because
of this I was prepared for a squirly handling machine. Turned out to be
pretty gentle, very much like my 170 homebuilt. My conclusion is that with
experience we forget that we have learned to anticipate the vagaries if a
tail dragger and that for a person with only trike experience any
taildragger can be a handful.
Peter.


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