Land too fast, best way to groundloop. Ive heard from initial training and onward that its best to land with less flaps in a strong crosswind. After 7000+ hours in tailwheel, my observation is that is a terrible idea. Do not land fast, unless your downwind, but that’s seat of pants and you should know your aircraft well if your doing that, more to it etc. No reason to groundloop, fly the plane and do what needs to be done in the moment, stay fluid! P.S. Keep your brakes in good working order, will save you in a pinch. Get good at dumping flaps and make sure your idle is set correctly.

The Stearman corrected for a right crosswind, but ground looped left. His mistake was he kept the rudder left after removing the aileron. When your friend turned around, he then had a tailwind, so opposite aileron is appropriate, as the aileron is reversed in a tailwind.

Who’s teaching these guys to fly a take-off and landing with their hand off the throttle???

You have to be VERY quick. I would twitch my feet, left, right, then full power, and no THINKING, just let your body do it. BELIEVE in yourself. Same on finals; relax, do your best. If things going sideways, FULL POWER! and go back up. CAVU slies, all.

A left crosswind on landing becomes a right crosswind when you back-taxi. You want to hold the left wing down on landing and the right wing down on back-taxi.

The Stearman groundloop was not caused by the wind but the pilot. Notice he is landing in a crosswind from the right. But groundloops to the left. The right crosswind would have caused him tomgo right or weathervane intomthe wind.

Two of the 3 responsibilities of ailerons: 1) providing the BANK to control drift, & 2) on roll out providing YAW for directional control as rudder stalls out. RULE; very simply on the runway, keep ailerons PROPORTIONALLY opposite the needed rudder. Totally opposite to recovering a skidding car. Knowing the rule of thumb and practice on the runway will help break car habit in the plane. Cheers 60 year CFI. PM if you are interested.

I owned and flew a 1946 Cessna 120 for many years. Loved that airplane but I learned very quickly that you fly a taildragger to the parking spot but drive a tricycle airplane. Real pilots fly tail draggers! BTW I flew a 1938 Piper J 3 from western Okla to Oshkosh Air Show with no radios or electrical system. I took a buddy with me whose job it was after landing to jump out of the airplane and help hold the up wind wing down while taxiing in high winds which happened a number of times on that trip.

You funny nose wheel pilots! The 170 had no aileron input in the video....but the biggest part of ending a ground loop is full power and opposite rudder. That will slam the gear back on the ground. The rudder is the first and last thing to gain and lose authority on any aircraft. Wiggle those peddles when you are entering a stall and see if they are the last to lose authority all thru a stall.

And it’s funny that back before the war, in fact since the write bros, tailwheel was the only type of aircraft everyone learned on, today we have become so soft, we aren’t in control of anything, we are dumber now than ever..

When I learned to fly in a Cherokee, my instructor really emphasized ailerons during ground operations. I see why now. I thought ground loops were rookie mistakes.

I sure would want a new set of metal wings from American Champion. Just for my own piece of mind! Sorry about the crash. She looked like a nice clean Champ!!

Our Sedan got trashed a few years ago. It wasn't that bad but still took 1.5 years before it could fly. Now she's back, better than ever.

Gee whiz, a lot of hollywood drama for a "could be informative" aviation vid

Only tears…no blood…that’s the main thing…

I found wheel landings a challenge since the perception to keep the aircraft with the tail wheel raised often seems to counter the sink rate. I tend to pull back on the stick and that puts me more toward a 3 pt landing. Adding power to an already “flared too high” attitude just increases airspeed. Never had a ground loop or near ground loop but I can “feel” the airplane tell me what control input it wants to keep the tail within the width of the mains.

Happens to the best of us man. At least you’re okay.

Good information 👍 thanks for sharing.

rather than just saying use aileron on the upwind side you need to let pilots know that you need just enough aileron to help hold the aircraft on the centerline. you are rarely in a static situation so you need to adjust the aileron in relation to the changing wind velocity/direction as you are rolling down the runway after touchdown. try steering the plane with the aileron as the primary input sometime and the rudder as secondary. i do this on every landing in a taildragger and nosewheel as well. as the nose goes left you need left aileron to make it come back to the right and as it comes back to the right as a result of the left aileron input you need right aileron to make it go back to the left again. you will become proficient with aileron steering instead of rudder steering if you do this every time. you will also learn how much more powerful and effective the aileron is at steering on the ground than the rudder is. if you do it enough you will also learn why almost every single ground loop happens. that is to say that most pilots do no know the importance of aileron input and they don't even have a clue what aileron input they are making just after touchdown when the sidewind hits the side of that vertical stabilizer and turns the nose into the wind and the plane heads to the upwind side of the runway. most pilots who are not correctly trained will steer the opposite direction just like their car and there is not nearly enough rudder to overcome that backwards aileron input and the grounloop results.

Making a Tesla useful and easy to drive while doing major things like changing radio stations or a/c settings. Can’t wait for Elon to invent knobs and switches that a person can use without looking. Maybe way in the future or back to the future it will happen. Probably around the same time we actually become a paperless society.

Wait a minute, he turned around 180 on the runway, which means now that he is taking off or taxiing in a tailwind so his crosswind correction is correct by keeping it in the same direction as when he landed. The only difference is his tail needed to be not held back but not full forward either because he is enduring a tail wind during takeoff or taxiing. Am I wrong?

You are correct that the C-170 did not have the wing stabilized in the proper bank angle to cancel the slight crosswind drift. That would not require the aileron to be down, just the wing once set. Longitudinal alignment is the mission of the rudder, more accurately the dynamic proactive proper yaw left, right, left, right rapid movement of the rudder to bracket the centerline between our legs (student's and mine as it is optical.) Like the tennis player who shift left, right, left, right foot to be moving when the service comes, we do the same to already be moving with correct yaw at the time the airplane tries to gyroscopic precession of prop when we bring the tail up or P factor when we raise the nose to bring the nose off or gusts or the airplane just does its weight behind center unbalanced thing. No on can balance a broom on their palm without moving dynamically and proactively. Set the wing if necessary for corsswind but once set or with level wing in no wind, leave the aileron with its adverse yaw alone. The nose will always go the wrong way unless we lead rudder and we are busy with other things on short final and we don't need to be doing Dutch rolls on short final anyway. Those who walk the rudders dynamically and proactively to bracket the centerline do not wing wag and have no problem staying ahead of the airplane, which is far more effective than reacting to misalignment. Notice where the nose goes first when you make a turn without leading rudder. So you step on the ball to fix it, which is fine at altitude. On short final, adverse yaw is not fine. I jam my thumb against the stick or bottom of the one side of the yoke. When the student starts wing wagging to make little turns for alignment on short final, I say, "walk the rudders." If wing wagging persists, I have the student put hands in lap so he has to use dynamic proactive rudder properly to maintain alignment.

So, who left the tow bar hooked to the nosewheel? Badly done Grim!

nicely done Grim!

Wasn't that the man that faked a plane crash

Very nice manchine, congratulations.

Energy management and proper control inputs.

I disagree with your comment regarding the pilot not moving the control to the opporsite side when backtracking. Provided the aircraft is taxied at a speed slower than the quatering tailwind, the aileron on the upwind side should be down to prevent the wind from lifting the wing. He did the right thing. Well done.

Damn wasps! 😆 I’m glad you weren’t stung & managed to get the plane off & flying. Super cool footage! Thanks for sharing!

❤❤❤❤ I love this, and I love you!!! It was absolutely the most beautiful day!

Great

Flyma8 Jon is a great great pilot

Always enjoy your adventures!

There are two kinds of taildragger pilots : those that have ground looped and those that will

In that 'perfect example of a crosswind landing' I would have done one thing different: keep my hand *always* on the throttle. Of course he handled the crosswind perfectly, but in a more professional/airline environment not keeping your hand on the throttle is a big no-no. Perhaps in a small airplane in Alaska it isn't such a big deal, but IMHO it's just a bad habit in case of a go-around or flying or when transitioning to something bigger/more complex.

Thank you !👍

Death grip on that stick lol

Awsome video

Another benefit of getting ALL of the cross-controlled aileron in there is the added benefit of the adverse yaw which helps maintain directional control when at or near the max demonstrated crosswind component. Another helpful tip would be to pick the runway with the right <- left crosswind as opposed to the left -> right so you’re not at the edge of control authority, have ALL the right rudder in, then need to reject the landing and go around making the loss of control even worse. If the wind is stiff enough, accepting a bit of tailwind is preferable to a loss of control on go around when the added torque and P-factor exacerbate loss of control.

The most suitable home for a weapon manufacturer is "hell".

How bout not give rich people more money to break their stuff with? How bout giving that throwaway money to some legit needy people?

Dude!!!! N714AE!! We have the cousin in our videos N714EA

You smell that??? Its butter 🧈 melting on the tires!

Well done Gods speed to the fallen.

Wrong use of aileron's, or none at all, will ALWAYS aerodynamically overpower the wee rudder. Alwsys!!! Easy rule: ALWAYS ALWAYS, on the ground, maintain ailerons PROPORTIONALY OPPOSITE the needed rudder. This allows, aileron YAW to assist the rudder in keeping nose going straight down the runway WITHOUT the need to use brakes.

Good Video, one thing, Tail wheel aircraft aren't any harder to fly, in fact some of the best flying aircraft I've flown are tail wheel equiped. It's just the landing and sometimes taxiing that requires good technique and a diligent pilot.

wonderful dedication

intro suck

Do you know which airplanes did the missing man formation at the event as shown at 1:30?

Very nice, Nick!