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Pitts S-1S is the best bang for the buck in aerobatics, trouble is finding a decent one for sale that's not ragged out and needing rebuild/resto. There aren't many left, and the few that become available for fair money, most people turn up their noses at the asking price, thinking they can still...

Quite the pedantic soapbox you have going on there. I'm sure you're one of the elite who's never bounced a wheel landing. If you haven't, you could stand to add a lot of new types to your logbook. Recovering bounced landings is a tailwheel 101 skill BTW.

It's a non-issue anyway. It's not like anyone really ever flies down final specifically planning on converting a wheelie attempt to a 3-pointer and vice versa. It's just something that happens, and it's definitely not a problem.

Unless you're flying an unusual a/c type that actually requires one type of landing or the other (i.e. 3-pointers in Sukhois), c'mon... it just doesn't matter. You can easily convert a wheel landing attempt to a 3-pointer if you hold it off too long, or conversely a 3-point attempt to a wheelie...

People saying you shouldn’t wheel land isn’t a thing. Find someone who said that. Don’t act like wheel landings are hard. You have to demo them to get the endorsement.

??? How does wing loading apply? J-3 Cubs and T-Craft are way more of a kite than a 140 and they wheel land great, as nearly all tailwheel airplanes do that don't have severe prop clearance issues.

Half the people you talk to in life are full of shiz.

Literally leading with the rudder results in a slight momentary skid before the added aileron brings the airplane back into coordination. This is not ideal technique. Some pilots think in terms of 'lead with the rudder' in order to get their feet in the game quickly enough in these old airplanes...

In my experience pilots are pretty good at figuring out whether or not they should do this.

'Crab and kick' is a misnomer for how most tailwheel pilots do it. Virtually everyone is actually doing crab and slip, not a crab and pure kick. So all the silly discussion over whether pilots prefer to crab or slip is really a discussion about how late pilots choose to transition to a slip....a...

It's not simply who "uses" social media. We are talking about a demographic that tends to think the only life experiences that count are those that can be shared and liked on social media. The geezers aren't like that.

Which has exactly what to do with throwing powder and junk out of airplanes?? BTW, when there's virtual unanimous consensus on the internet on just about any topic, you've probably gotten the correct response to your inquiry.

Social media spectacle. All the cool snowflake millennials are doing it.

Ha, everybody says the same thing about a Pacer. I flew one and thought it landed and rolled out easy as J-3 Cub compared to the little acro bipes.

The reduction in both slipstream and P-factor is absolutely a function of airspeed. The slipstream becomes less dense with increased airspeed, and rudder effectiveness and yaw stability also increase, making the effect less pronounced. His rationale is flawed. Anyone who's ever done a...

So what's your method for separating P-factor yaw from slipstream yaw? Nobody said it's not real, it's just weak. ;) If the prop was really applying as much P-factor yaw force as some seem to think, you fellas would be cracking those little light crank flanges left and right.

It's easier to see the difference between P-factor and slipstream effect when flying aerobatics and tailwheel airplanes. Slipstream is way more powerful. I already mentioned the example doing a tailwheel takeoff with and without P-factor. Not much difference in rudder required since you're...

It's still mostly slipstream effect rather than P-factor. Fly a parabolic arc (zero AOA / zero P-facto) at high power/RPM and you'll notice just about the same amount of rudder is required around that same speed you're slowing flying at high AOA.

IMO P-factor is a way smaller force than slipstream, to the point of near insignificance in most airplanes. In all the tailwheel airplanes I've flown, I've never noticed much of a difference in the amount of right rudder pressure needed on the take off roll whether the tail was jacked up to a...

P-factor is a yaw effect, not a roll effect and in any airplane with a centerline rudder, the spiraling propwash is a way more dominant left yaw force than P-factor. But pilots LOVE talking about P-factor LOL.