One bit of advice. After lining up and locking prior to take off, do
not unlock in the air for any reason.

Theory. You want locked for landing. You can use rudder (and brake)
to align the tail wheel so it will lock prior to take off. If you
unlock in th air there is no way to assure you that tail wheel is
locked prior to landing.

You should have no problem using it. On landing use rudder (and brakes
as required) to keep straight until at taxi speed and you unlock tail
wheel to clear runway.

You didn't mention if the tail wheel you will have is a steering one
or just locking (straight ahead). Each type is no problem. JUST STAY
AHEAD OF THE AIRCRAFT and don't land in any 50 mph cross winds G

Have a nice fight.

Big John



On 21 Dec 2003 10:22:52 GMT, ost (Ditch) wrote:

Hey all,
Here's the deal. I am going to be ferrying a Pitts S-1S from Florida to New
York next week. This airplane is equipped with a Haigh locking tailwheel. I
have about 800 hours in various models of Pitts (S-2A, S-2B, S-1C and S-1S) but
have never flown one with a locking tailwheel. I have flown airplanes with
locking tailwheels, just not a light plane.
Does anyone out there have any advice on how to handle this one? I'm not sure
what to think. I have heard good things and terrible things about this system.
And, looking back on it...I know 5 pilots that have flown Pitts S-1's with the
locking tailwheel...4 of them wrecked on landing rollout (And having flown with
all of them, they weren't crappy pilots...all had Pitts experience and a good
amount of tailwheel time). Crap...now I am getting nervous.




-John
*You are nothing until you have flown a Douglas, Lockheed, Grumman or North
American*