... from when I bought my plane in April, till a few weeks ago. I have the first landing of every flight I had on film. Now I got to figure out to do with the 2 TB of data

Looks like you're having fun.

Glad you eventually figured out how to pin it as soon as the mains touch, but man, you really need to have the yoke hard aft as soon as the tailwheel is on the ground. Not aft pressure, not mostly aft, but full-against-the-stop aft yoke. Would've stopped the hopping on that downwind landing as well as on some of the others.

Otherwise, it looks like you're doing well.

Awesome! Thanks for the heads up. I definitely timid when it comes to putting the tail wheel down.

I took me over 100 hours to feel comfortable landing in my plane in any wind. Interesting how your landings got progressively better. It looks like you are not using full flaps? Is that a 170 thing? I found that my best landings were always at the slowest approach speed.. a few mph fast and they went into the toilet!
Pete

Fantastic video Warren! Really enjoyed seeing the constant progression in figuring the airplane out.

Airplaneflyer wrote:... from when I bought my plane in April, till a few weeks ago. I have the first landing of every flight I had on film. Now I got to figure out to do with the 2 TB of data

Get ahold of the NSA, I'm sure they could help you out with your storage issue.

pouellette wrote:I took me over 100 hours to feel comfortable landing in my plane in any wind. Interesting how your landings got progressively better. It looks like you are not using full flaps? Is that a 170 thing? I found that my best landings were always at the slowest approach speed.. a few mph fast and they went into the toilet!
Pete

I’m not sure if the 2 notches is a 170 thing, that’s what my instructor taught me for wheelers if I’m not trying to land short, and I’m kinda stuck with it. I don’t get much effect out of my flaps on the ‘48 170. Later models had much bigger flaps. I have learned to slow my landings down, mostly because people here pointed it out.


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RKTX wrote:Fantastic video Warren! Really enjoyed seeing the constant progression in figuring the airplane out.

Thank you much!


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G44 wrote:

Airplaneflyer wrote:... from when I bought my plane in April, till a few weeks ago. I have the first landing of every flight I had on film. Now I got to figure out to do with the 2 TB of data

Get ahold of the NSA, I'm sure they could help you out with your storage issue.

Hahaha true! It’s probably stored somewhere already right?


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Great video. What mount for the tail?
My Cessna 140 has the same style flaps, more speed brakes. Almost always use. Slower is better. Interesting to see the progress to better landings. My feet were moving during some parts of the video. Nice to see from the tail.
As for storage, use Facebook to display and store. Keeps the EAA page I maintain with something current and interesting. Hard to delete but how many landing are need to review. Nsa will always be a backup, difficult to retrieve though.
Keep up the learning.
ML

Airplaneflyer wrote: I’m not sure if the 2 notches is a 170 thing, that’s what my instructor taught me for wheelers if I’m not trying to land short, and I’m kinda stuck with it. I don’t get much effect out of my flaps on the ‘48 170. Later models had much bigger flaps. I have learned to slow my landings down, mostly because people here pointed it out.

I owned a ragwing 170 for about 11 years, and put about 1700 hours on it.
I did the flaps just like I did later in my C150TD and my current C180:
1/2 flaps for takeoff (100% of the time) and full flaps for landing (about 95% of the time).
Yeah, they're smaller and less effective than the big barndoor flaps,
but they provide the same benefits- just a little less so.

I went for a ride with someone I know recently in his C150TD,
I was surprised that he didn't use any flaps for takeoff,
and either no flaps or only 20 degrees (can't remember) for landing.

Just because your instructor taught you to use only 2 notches for landing doesn't mean you're stuck with doing that for the rest of your life.
Experiment a little, try different techniques.
FWIW here's an excerpt from an article about wheel landing (and a critical afternote) written by Bill White many years ago,
even if you don't treat it as gospel it is a pretty good place to start.

"Here's the technique: Get established on final. At 1 mile out you should be
at 60 knots IAS (depending on wind conditions), 500 feet above the
runway and descending at 500 FPM carrying about 13"-14" MP with
full flaps. Trimmed to hands off. The aircraft should come over the
threshold almost level. Do not flair and do not pull your power until you
'feel' the wheels touch (resist the temptation). This has to be learned
because your natural instinct is always to pull power. Almost
simultaneously when you pull power at wheel contact, come on with as
much brakes as you need and hold neutral yoke. The torque from
braking will help keep the tail up. Then as the speed is reduced and the
tail settles come back with the yoke. Power controls rate of descent, if
you reduce your power your descent rate will increase (even at 2'), then you'll have
to flair to compensate and you'll be chasing the airplane. You want as few
changes to correct as possible. This technique takes out the guess work - if
you're low add power, if high reduce. Never change attitude or trim, it's simple.
A full stall landing has everything changing at the same time which
includes: power, speed, attitude, yoke, visibility and pitch. This is not as
predictable because you're waiting for things to happen, you're chasing it."

" TO CLARIFY THIS GREAT TECHNIQUE. YOU TURN ON FINAL APPROX 1 MILE OUT
ADD FULL FLAPS AND REDUCE THROTTLE TO 12"-14" TO GET 500 FPM DECENT AT 60
KTS INDICATED (65 IF ITS WINDY). THE AIRCRAFT IS TRIMMED TO A LEVEL
ATTITUDE. YOU'RE PLANE IS PARALLEL TO THE GROUND (HORIZONTAL) ALL THE WAY
DOWN FINAL AND THERE'S NOTHING TO DO BUT ENJOY THE RIDE, UNLESS THERES A
CROSSWIND TO CORRECT FOR. UNTIL YOU GET ABOUT 20' ABOVE THE RUNWAY THEN THE
ONLY THING YOU DO IS PULL (EASE ON) SLIGHT BACK PRESSURE FOR ONLY 3-4 SECONDS
AND RELEASE IT TO ASSUME ORIGINAL LEVEL ATTITUDE. THIS WILL LOWER YOUR
DECENT TO AROUND 200 FPM UNTIL TOUCHDOWN.
THE ONLY THING THAT CHANGED WAS YOUR RATE OF DECENT THE AT 20' AGL POINT.
THAT'S WHY THIS WORKS SO WELL. YOU'RE NEVER CHASING OR WAITING FOR ANYTHING
TO HAPPEN. YOU'RE IN COMPLETE CONTROL ALL THE WAY."

(from http://www.young-river.com/c180/wheel.html )

It is very common in the aviation world to hear "that is how I was trained" as the reason for doing something. Even more common in the medical field buy the way. Your instructor did well because you have a PPL and have not wrecked the plane. When they say license to learn it is very true. I recently started flying a Cessna 180, I have a lot of tailwheel time but in pacer/supercub. I went up with 3 different instructors to get a checkout in the 180. All three gave me different instruction on all phases of flying!! No right or wrong just how they liked to fly it. Landing slow is not only for landing short but it also helps with control. You are going to have less energy to get rid of before you stop. The advice Hotrod 180 gave is spot on. Sometimes the issue is the instructors are not comfortable slowing down a plane they don't fly in often. I usually fly with a CFI once or twice a year just to pick up a few points. You are doing a great job, keep it up!!!
DENNY